Suspension system and vehicle

Abstract

The embodiment of the invention provides a suspension system and a vehicle. The suspension system comprises a base, a linear motor, an elastic piece and a magnetorheological damper, the base comprises a support and a lower supporting seat, one of the support and the lower supporting seat is suitable for being connected with a vehicle body, and the other one of the support and the lower supporting seat is suitable for being connected with a wheel; the linear motor comprises a stator and a rotor, one end of the rotor is connected to the support, and the end, away from the support, of the stator is connected to the lower supporting base. The elastic piece is arranged between the support and the stator and provides elastic force between the support and the stator; the magneto-rheological damper comprises an outer cylinder and a damper piston which is arranged in the outer cylinder and can move linearly relative to the outer cylinder, the magneto-rheological damper is arranged in the rotor, the outer cylinder is connected to the rotor, and the damper piston is suitable for being connected to the lower supporting base. According to the scheme, the energy consumption of the suspension system is reduced, the performance is improved, the safety redundancy is improved, and the cost is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a suspension system and vehicle. Background Technology

[0002] The vehicle suspension system is a key component connecting the vehicle body and wheels. Its core function is to buffer road impacts and dampen vibrations, thereby ensuring ride comfort, handling stability, and driving safety. With the development of intelligent electric vehicles, higher demands are placed on suspension performance, and traditional passive suspensions are no longer sufficient to meet these requirements.

[0003] Due to technological limitations, the suspension systems of related technologies cannot simultaneously meet the comprehensive requirements of high energy efficiency, high reliability, low cost, and high performance. Summary of the Invention

[0004] This application provides a suspension system and vehicle for reducing the energy consumption of the suspension system, improving performance, increasing safety redundancy, and reducing costs.

[0005] The first aspect of this application provides a suspension system including a base, a linear motor, an elastic element, and a magnetorheological damper. The base includes a support and a lower support, one of which is adapted to connect to a vehicle body, and the other is adapted to connect to a wheel. The linear motor includes a stator and a mover, one end of the mover is connected to the support, and the end of the stator away from the support is connected to the lower support. The elastic element is disposed between the support and the stator to provide an elastic force between the support and the stator. The magnetorheological damper includes an outer cylinder and a damper piston disposed inside the outer cylinder and capable of linear motion relative to the outer cylinder. The magnetorheological damper is disposed inside the mover, and the outer cylinder is connected to the mover. The damper piston is adapted to connect to the lower support.

[0006] This application integrates and coordinates the linear motor, elastic element, and magnetorheological damper into a single, synergistic structure, achieving parallel connection and integration between the vehicle body and wheels. This forms a three-dimensional hybrid suspension system: "mechanical passive (elastic element) + electronically controlled semi-active (magnetorheological damper) + electronically controlled fully active (linear motor)," creating a superimposed pathway. The suspension system employs a collaborative working mode: the elastic element handles static load and low-frequency vibration buffering, the magnetorheological damper is responsible for real-time adjustment of mid-to-high frequency damping, and the linear motor performs high-precision main power compensation. Working in tandem, these three components reduce energy consumption by over 90% compared to a pure linear motor suspension, significantly alleviating the burden of thermal management. They possess the inherent support of mechanical elastic components and the semi-active operation mode of the magnetorheological damper under fault conditions, resulting in high safety redundancy. They integrate the precise and high-speed active force control capability of linear motors with the rapid damping adjustment capability of magnetorheological dampers, resulting in a wide control bandwidth, good dynamic response, and improved performance. Linear motors do not need to pursue extremely high continuous power density, allowing for the selection of more cost-effective models. The overall system achieves an excellent balance between performance, cost, and energy consumption.

[0007] In one possible implementation, the outer cylinder has a sealed inner cavity, the shock absorber piston is located in the inner cavity and divides the inner cavity into upper and lower sub-cavities, the shock absorber piston includes a piston coil that can be energized to generate a magnetic field, and the inner cavity is also filled with magnetorheological fluid that can pass through the shock absorber piston to flow between the two sub-cavities.

[0008] In one possible implementation, a floating piston is movably disposed within the upper sub-cavity of the inner cavity. The floating piston divides the upper sub-cavity into two independent spaces: the space closer to the damper piston is suitable for filling with magnetorheological fluid, and the space farther from the damper piston is suitable for filling with gas at a set pressure.

[0009] In one possible implementation, the magnetorheological damper further includes a piston rod and a guide sleeve, the guide sleeve being disposed inside the outer cylinder, one end of the piston rod being connected to the damper piston, the other end being adapted to connect to the lower support seat, and the piston rod passing through the guide sleeve.

[0010] In one possible implementation, the guide sleeve includes a connected base and an outer frame, both of which are sealed to the cavity wall of the inner cavity. A buffer block is provided at the end of the base facing the piston of the shock absorber, and a first oil seal is provided inside the outer frame for contacting the piston rod and suitable for sealing.

[0011] In one possible implementation, a second oil seal and a third oil seal are also provided inside the outer frame. Both the second and third oil seals are connected to the outer frame and are fitted onto the outer wall of the piston.

[0012] In one possible implementation, a connecting rod is also included, which is sleeved on and fixedly connected to the outer cylinder, with the end of the connecting rod away from the outer cylinder connected to a support.

[0013] In one possible implementation, the connecting rod is provided with an inflation nozzle, one end of which is connected to a space suitable for filling with gas, so as to fill the space with gas.

[0014] In one possible implementation, the outer wall of the outer cylinder is also fitted with a magnetic shielding cylinder, which is located between the outer cylinder and the moving part, and the outer cylinder, the magnetic shielding cylinder and the moving part are connected to each other.

[0015] A second aspect of this application provides a vehicle including a body, wheels, and the aforementioned suspension system, the suspension system being connected between the body and the wheels. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0017] Figure 1 An exploded view of a suspension system provided according to an embodiment of this application is shown;

[0018] Figure 2 A cross-sectional view of a suspension system provided according to an embodiment of this application is shown;

[0019] Figure 3 It shows Figure 2 A schematic diagram of the local structure at point A in the middle;

[0020] Figure 4 It shows Figure 2 A schematic diagram of the local structure at point B;

[0021] Figure 5 It shows Figure 2 A schematic diagram of a local structure at point C;

[0022] Figure 6 It shows Figure 2 Another schematic diagram of the local structure at point C;

[0023] Figure 7 It shows Figure 2 A schematic diagram of the local structure at point D.

[0024] Figure label:

[0025] 100. Base; 1. Lower support; 2. Lower connecting seat; 200. Linear motor; 3. Housing; 40. Stator; 4. First frame; 5. Winding coil; 60. Mover; 6. Second frame; 7. Permanent magnet; 8. Lower pad; 9. Elastic element; 10. Sensor; 11. Upper pad; 12. Support; 1201. Outer frame; 1202. Inner bushing; 1203. Inner frame; 13. Locking nut; 14. Air inlet; 15. Connecting rod; 16. Floating piston; 1601. First sealing ring; 1602. Piston frame; 1603. Piston wear pad; 300. Magnetorheological damper; 17. Damper piston; 1 701. Piston top cover; 1702. Piston coil; 1703. Piston valve core seat; 1704. Piston outer sleeve; 1705. Piston bottom cover; 18. Outer cylinder; 181. Inner cavity; 19. Magnetic shielding cylinder; 20. Piston rod; 21. Guide sleeve; 2101. Buffer block; 2102. Base; 2103. First oil seal; 2104. Oil seal seat; 2105. Outer frame; 2106. Wear-resistant seat; 2107. Wear-resistant sleeve; 2108. Second sealing ring; 2109. Second oil seal; 2110. Third oil seal; 22. Mounting seat; 23. Shock absorber end cover; 24. Compression block; 25. Wiring harness; 26. Locking nut.

[0026] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concepts of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0027] As can be seen from the background technology above, existing vehicle suspension systems struggle to simultaneously meet the comprehensive requirements of high energy efficiency, high reliability, low cost, and high performance. This is limited by the structural design of the suspension system in related technologies. Specifically, existing vehicle suspension systems fall into three categories: The first is a pure linear motor active suspension, where a linear motor directly replaces the traditional hydraulic shock absorber. The linear motor acts as the actuator, directly responsible for all damping and active power functions. However, this approach inherently suffers from high energy consumption and high heat load. The linear motor requires continuous power to provide damping and execute active control, resulting in extremely high system energy consumption. Especially under harsh road conditions, the thermal management pressure is enormous, limiting its large-scale application in ordinary vehicle models. Furthermore, in the event of an electrical fault, power outage, or sensor failure, there is a high risk of a sharp deterioration in comfort or even vehicle instability, leading to low reliability. Moreover, the cost of high-power-density linear motors, large-capacity onboard power supplies, and supporting cooling systems remains high. The second approach is to use a pure magnetorheological semi-active suspension. This solution typically retains the coil springs for load bearing while replacing traditional hydraulic dampers with magnetorheological dampers whose damping force can be adjusted steplessly and rapidly. Damping is adjusted in real time by changing the magnetic field strength to adapt to different operating conditions. The inherent drawback of this approach is that it can only dissipate energy and cannot output active force. The magnetorheological damper is essentially an energy-dissipating element; its damping force direction is always opposite to the piston movement direction. It can only attenuate vibrations and cannot "inject" energy into the suspension system to actively resist road impacts or suppress vehicle movement like a linear motor. Therefore, its performance ceiling is insufficient when dealing with severe, transient impacts. Furthermore, the control accuracy and response bandwidth of this approach are limited; that is, its mechanical model has nonlinear and hysteretic characteristics, and the maximum damping force is limited. It is difficult to accurately track high-frequency, high-intensity force control requirements, resulting in lower performance.

[0028] To address the aforementioned issues, this application provides a suspension system that improves upon traditional suspension systems by integrating mechanical passive support, electronically controlled semi-active damping, and electronically controlled fully active power to form a hybrid architecture. This achieves dynamic performance optimization and energy efficiency balance in the suspension system, simultaneously ensuring high energy efficiency, high reliability, low cost, and high performance.

[0029] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0030] Reference Figure 1 and Figure 2 As shown, this application provides a suspension system and a vehicle using the suspension system. The vehicle can be a new energy vehicle, such as a pure electric vehicle (PEV / BEV), a range-extended electric vehicle (REEV), a hybrid electric vehicle (HEV), or a fuel cell electric vehicle. The vehicle can also be any other type of vehicle. The vehicle also includes a body and wheels, with at least four wheels located on the sides of the body. The suspension system of this application connects the body and the wheels. This suspension system, while buffering road impacts, damping vibrations, and ensuring ride comfort, handling stability, and driving safety, can simultaneously meet the comprehensive requirements of high energy efficiency, high reliability, low cost, and high performance.

[0031] The suspension system of this application includes a base 100, a linear motor 200, an elastic element 9, and a magnetorheological damper 300. The base 100 is used to connect the vehicle body and the wheels. To ensure the connection strength, the base 100 can be made of metal materials such as steel, aluminum alloy, or high-strength steel, or it can also be made of composite materials such as glass fiber reinforced polymer.

[0032] The base 100 includes a support 12 and a lower support 1. One of the support 12 and the lower support 1 is suitable for connecting to the vehicle body, and the other is suitable for connecting to the wheel. The specific structure to be connected is not specifically limited in this application and needs to be determined according to the actual situation. This application uses the support 12 for connecting to the vehicle body and the lower support 1 for connecting to the wheel as an example for illustration.

[0033] The linear motor 200 includes a stator 40 and a mover 60. Understandably, when the linear motor 200 is energized, it drives the mover 60 to move linearly relative to the stator 40. One end of the mover 60 of the linear motor 200 is connected to the support 12, and the end of the stator 40 away from the support 12 is connected to the lower support 1. This allows the support 12 to move linearly relative to the lower support 1; that is, when the support 12 is connected to the vehicle body and the lower support 1 is connected to the wheel, there can be relative movement between the vehicle body and the wheel.

[0034] An elastic element 9 is disposed between the support 12 and the stator 40. The elastic element 9 can be a ring-shaped or spiral structure made of elastic material, such as silicone or rubber. Alternatively, this embodiment will use a helical spring as an example. The elastic element 9 is disposed between the support 12 and the stator 40, with one end abutting against the support 12 and the other end abutting against the stator 40. Both ends of the elastic element 9 can also be connected to the support 12 and the stator 40 respectively. In this way, when the support 12 moves away from the stator 40, the elastic element 9 can be stretched; when the support 12 moves towards the stator 40, the elastic element 9 can be compressed. This allows the elastic element 9 to provide elastic force between the support 12 and the stator 40, and also to provide cushioning force when the wheel moves relative to the vehicle body.

[0035] The magnetorheological damper 300 includes an outer cylinder 18 and a damper piston 17 disposed within the outer cylinder 18 and capable of linear motion relative to the outer cylinder 18. The magnetorheological damper 300 is disposed inside a mover 60, and the outer cylinder 18 is connected to the mover 60. The damper piston 17 is adapted to be connected to a lower support 1. This arrangement allows the outer cylinder 18 to move together with the mover 60, and the damper piston 17 can move relative to the mover 60 and the outer cylinder 18 together with the stator 40. It should be noted that the basic operation of the magnetorheological damper 300 of this application is not the same as the working principle of the prior art magnetorheological damper 300. The interior of the magnetorheological damper 300 is filled with a magnetorheological fluid. By applying a magnetic field to the magnetorheological fluid, the arrangement of the magnetorheological fluid can be changed, thereby generating a certain degree of damping.

[0036] This application incorporates an elastic element 9, which, as a mechanical component, stores and releases elastic potential energy. As the primary load-bearing element, the elastic element 9 bears the vehicle's static load and provides buffering for most low-frequency, high-amplitude loads. Its function is to provide basic support and static stiffness, and significantly reduce the steady-state load on the linear motor 200. The magnetorheological damper, as the primary damping adjustment element, is essentially a semi-active element with the ability to change damping magnitude in milliseconds. The magnetorheological damper 300 is responsible for adjusting the damping force in real-time and rapidly according to road surface and vehicle body conditions. Its function is to efficiently dissipate vibration energy, handle vibration attenuation in most conventional, medium, and high-frequency damping ranges, and serve as a safety backup damper in case of linear motor 200 failure. The linear motor 200, as a fully active element, can actively generate pushing and pulling actions to output active force. The linear motor 200 serves as a precision compensation element, not bearing the main static load. It focuses on outputting precise active compensation force based on advanced control algorithms (such as hybrid ceiling-floor control and predictive control). Its function is to handle low-frequency vehicle attitude control (such as roll and pitch) and suppress fine road vibrations and noise at medium and high frequencies and small amplitudes. Furthermore, the linear motor 200's configuration allows for energy efficiency optimization: it only operates at high power when precise active control is required, remaining in low-power standby or low-force compensation mode during smooth cruising. In this state, the magnetorheological damper achieves continuous damping adjustment with low power consumption. The presence of the elastic element 9 fundamentally eliminates the continuous static load burden on the linear motor 200, achieving a significant reduction in system energy consumption. Moreover, a fail-safe mode can be implemented among the three components: when the linear motor 200 system malfunctions, its circuit can be disconnected or it can be placed in a free state. In this case, the suspension system degenerates into a high-performance semi-active suspension composed of the "elastic element 9 + magnetorheological damper," still ensuring basic vehicle safety and comfort.

[0037] More specifically, the synergistic effect of the linear motor 200, the elastic element 9, and the magnetorheological damper 300 can be explained in different scenarios: For example, in scenario one, when the road impact is small, the spring can buffer most of the displacement, and the residual vibration can be effectively attenuated by adjusting the damping. In this case, the magnetorheological response is fast (millisecond level) and the energy consumption is extremely low (only maintaining the magnetic field current). This method is suitable for driving at a constant speed on good roads and slightly uneven roads. When the vehicle is moving, small road bumps are absorbed by spring compression, and the magnetorheological damper adjusts the damping to quickly dissipate the vibration. This achieves a comfortable and energy-saving effect, with the linear motor 200 consuming almost no power. In scenario two, it is necessary to actively resist gravity or inertial forces (such as suppressing brake dive). The magnetorheological damper 300 can only "block" the movement, not "push it back," so the linear motor 200 needs to actively output force to counteract the roll or pitch torque. In this case, the linear motor 200 is suitable for vehicle attitude control during starting, braking, and turning. When the vehicle is in motion, emergency braking causes the vehicle body to tilt forward due to inertia. The linear motor 200 actively extends to generate an upward supporting force to counteract the nose-nodding tendency and keep the vehicle level. This achieves active attitude control and improves handling stability. In scenario three, when encountering a large impact while driving, the elastic element 9 is first significantly compressed to absorb the main impact energy (mechanical energy storage). Then, the magnetorheological damper instantly adjusts to high damping to quickly dissipate most of the vibration energy. At the same time, the linear motor 200, based on feedback from the sensor 10, accurately outputs a reverse compensation force to eliminate spring rebound and residual vibration, making the vehicle body "unfelt." In this way, the impact is "digested layer by layer," resulting in minimal vibration transmitted to the vehicle body, and it saves more than 60% energy compared to a pure motor solution. In scenario four, when the linear motor 200 malfunctions, the system degrades its operation. At this time, the elastic element 9 works normally to maintain vehicle body support. Meanwhile, the magnetorheological damper takes over all dynamic control, operating as a semi-active suspension. This ensures that the suspension system still has adjustable damping, guaranteeing basic comfort and safety, preventing the vehicle from suddenly "losing control" during driving, and allowing the vehicle to continue driving safely.

[0038] In summary, this application integrates and coordinates the linear motor 200, elastic element 9, and magnetorheological damper 300 into a single, synergistic structure, achieving parallel connection and integration between the vehicle body and wheels. This forms a three-dimensional hybrid suspension system: "mechanically passive (elastic element 9) + electronically controlled semi-active (magnetorheological damper 300) + electronically controlled fully active (linear motor 200)," creating a superimposed pathway. The suspension system of this application adopts a collaborative working mode: the elastic element 9 handles static load and low-frequency vibration buffering, the magnetorheological damper is responsible for real-time adjustment of mid-to-high frequency damping, and the linear motor 200 performs high-precision main power compensation. Working in tandem, the three components reduce normal energy consumption by more than 60% compared to a pure linear motor 200 suspension, significantly alleviating the burden of thermal management. They possess the inherent support of the mechanical elastic component 9 and the semi-active operation mode of the magnetorheological damper 300 under fault conditions, resulting in high safety redundancy. The system integrates the precise, high-speed active force control capability of the linear motor 200 with the rapid damping adjustment capability of the magnetorheological damper, resulting in a wide control bandwidth, good dynamic response, and improved performance. The linear motor 200 does not require extremely high continuous power density, allowing for the selection of more cost-effective models, achieving an excellent balance between performance, cost, and energy consumption.

[0039] Furthermore, in related technologies, the linear motor 200 still needs to undertake the main task of generating dynamic damping force (to counteract road impacts). In this invention, the magnetorheological damper undertakes the majority of the vibration energy dissipation work, and the linear motor 200 only acts as a "fine corrector" of force. This significantly reduces the output amplitude, working time percentage, and peak power demand of the linear motor 200, thereby achieving secondary energy saving and greatly alleviating the heat dissipation pressure of the system. The damping adjustment response time of the magnetorheological damper is only in the millisecond range, and it is a pure hydraulic mechanical structure. For high-frequency, small-amplitude road excitation, its energy consumption efficiency is higher than that of the linear motor 200, which requires frequent reversing and electromagnetic drive. Distributing this part of the work to the magnetorheological damper reduces the dynamic load and wear of the linear motor 200, and improves the overall system response speed and service life. This invention forms a three-dimensional adjustable system of "elastic stiffness + active damping + motor active force". The suspension system located on the four wheels of the vehicle can be connected to the vehicle controller, either individually or by integrating a control module within the controller. The controller can intelligently allocate tasks based on operating conditions using control algorithms (such as hybrid ceiling and floor control, predictive control, etc.): for example, on smooth roads, it mainly relies on active damping adjustment; during aggressive driving or in adverse road conditions, the linear motor 200 intervenes to provide strong support or attitude control. This layered, collaborative control mode is more intelligent and efficient than related technical solutions, and can unlock better overall performance potential.

[0040] See Figure 2 and Figure 5As shown, in some embodiments, the outer cylinder 18 of the magnetorheological damper 300 is provided with a sealed inner cavity 181. The damper piston 17 is located in the inner cavity 181 and divides the inner cavity 181 into upper and lower sub-cavities. The outer wall of the damper piston 17 and the inner wall of the inner cavity 181 are fitted together and sealed, so that the upper and lower sub-cavities are not connected through the outer wall of the damper piston 17 and the inner wall of the inner cavity 181. The damper piston 17 can move within the inner cavity 181. The inner cavity 181 of the outer cylinder 18 can be cylindrical or square, which is not limited here. The main requirement is that the inner cavity 181 can extend in a straight line and the cross-section in the extension direction is consistent. This application uses the example of the outer cylinder 18 being cylindrical and the inner cavity 181 also being cylindrical. The opening direction of the inner cavity 181 is parallel to the movement direction of the mover 60 relative to the stator 40.

[0041] The shock absorber piston 17 includes an upper piston cover 1701, a lower piston cover 1705, and a piston valve core seat 1703 located between the upper piston cover 1701 and the lower piston cover 1705. The upper piston cover 1701 is located above the piston valve core seat 1703, and the lower piston cover 1705 is located below the piston valve core seat 1703. Both the upper piston cover 1701 and the lower piston cover 1705 can be detachably connected to the piston valve core seat 1703 via a snap-fit ​​structure, a fastening structure, or screws. It should be noted that the "upper" and "lower" positions of the piston valve core seat 1703 are relative to other structures. For example, the "upper" position of the piston valve core seat 1703 can be considered as the end of the piston valve core seat 1703 that is relatively far away from the lower support seat 1, and the "lower" position of the piston valve core seat 1703 can be considered as the end of the piston valve core seat 1703 that is relatively close to the lower support seat 1. The damper piston 17 of this application also includes a piston coil 1702 capable of generating a magnetic field by electricity. The piston coil 1702 is disposed on the piston valve core seat 1703 and wound around the peripheral sidewall of the piston valve core seat 1703. The inner cavity 181 is also filled with magnetorheological fluid, and the piston valve core seat 1703 may also be provided with a flow channel extending along the extension direction of the inner cavity 181, so that the magnetorheological fluid can pass through the damper piston 17 to flow between the two sub-cavities.

[0042] It is worth mentioning that the shock absorber piston 17 also includes a piston sleeve 1704. One end of the piston sleeve 1704 wraps around the edge of the piston upper cover 1701, and the other end wraps around the edge of the piston lower cover 1705. The piston sleeve 1704 is fitted onto the outer wall of the piston valve core seat 1703. The piston sleeve 1704 can be made of rubber or plastic, and its outer wall fits against the inner wall of the inner cavity 181. When the shock absorber piston 17 moves, friction occurs between the outer wall of the piston sleeve 1704 and the inner wall of the inner cavity 181. A gap can also be provided between the inner wall of the piston sleeve 1704 and the outer wall of the piston valve core seat 1703, forming a flow channel for the passage of the magnetically converted fluid. By providing the piston sleeve 1704, the sealing between the shock absorber piston 17 and the inner wall of the inner cavity 181 can be increased, and direct contact between the piston valve core seat 1703 and the inner wall of the inner cavity 181 can be avoided, thus helping to prevent wear on the piston valve core seat 1703.

[0043] See also Figure 6 As shown, taking the flow of magnetorheological fluid from the lower sub-cavity to the upper sub-cavity as an example, the arrows on both sides of the diagram indicate the flow direction of the magnetorheological fluid. It can be understood that the magnetorheological fluid filling the magnetorheological damper is a suspension of magnetizable soft iron particles suspended in a hydrocarbon solution. When the piston coil 1702 is not energized, the magnetorheological fluid is not magnetized, and the soft iron particles are randomly dispersed in the fluid. The performance of the suspension is the same as that of ordinary damper fluid, and the damper damping is minimal at this time. When the piston coil 1702 is energized, the magnetic field causes the iron particles (of the magnetorheological fluid) to form a fibrous structure along the fluid direction, thus changing the fluidity of the suspension. The damping force changes according to the current magnitude; the greater the current, the greater the damping force. Therefore, the magnitude of the damping force can be controlled by the magnitude of the energizing current.

[0044] See Figure 2 and Figure 4As shown, in some embodiments, a floating piston 16 is movably disposed within the upper sub-cavity of the inner cavity 181. The outer wall of the floating piston 16 is fitted against the inner wall of the inner cavity 181, forming a seal between them. The floating piston 16 can move along the extending direction of the inner cavity 181. The floating piston 16 divides the upper sub-cavity into two independent spaces. The space closer to the damper piston 17 is suitable for filling with magnetorheological fluid, while the space farther from the damper piston 17 is suitable for filling with gas at a set pressure. By providing the floating piston 16 inside the upper sub-cavity, another space can be created within the upper sub-cavity suitable for filling with gas. The gas in this space has a predetermined pressure, determined according to the actual application; the specific pressure value is not specifically limited here. It is understandable that the size of the two spaces in the upper sub-cavity can vary depending on the amount of magnetorheological fluid filling. Specifically, when the magnetorheological fluid does not flow into the upper sub-cavity, the space for filling the gas is larger. When the magnetorheological fluid fills the upper sub-cavity, the surface of the magnetorheological fluid always adheres to the end face of the floating piston 16 facing the damper piston 17, and squeezes the floating piston 16 to move away from the damper piston 17 to squeeze the filling gas.

[0045] When the magnetorheological fluid flows in both the lower and upper sub-cavities, the magnetorheological fluid in the upper sub-cavity may not be able to completely fill it. In this case, foam or bubbles are more likely to appear on the surface of the magnetorheological fluid in the upper sub-cavity. This application addresses this issue by incorporating a floating piston 16, which moves within the upper sub-cavity. Utilizing its movable nature, the end face of the floating piston 16 can be kept in constant contact with the surface of the magnetorheological fluid in the upper sub-cavity, thereby preventing the formation of foam and other impurities on the surface.

[0046] In some embodiments, the floating piston 16 specifically includes a piston skeleton 1602 and a piston wear-resistant pad 1603. The piston skeleton 1602 can be made of metal or plastic. The shape of the piston skeleton 1602 matches the shape of the inner cavity 181, and the piston skeleton 1602 in this application is cylindrical. The piston wear-resistant pad 1603 is wound around the outer wall of the piston skeleton 1602. When the piston skeleton 1602 is disposed in the inner cavity 181, the surface of the piston wear-resistant pad 1603 is adapted to fit against the inner wall of the inner cavity 181. A first sealing ring 1601 is also wound around the outer wall of the piston skeleton 1602. The first sealing ring 1601 fits against the inner wall of the inner cavity 181, which is suitable for increasing the sealing between the piston skeleton 1602 and the inner wall of the inner cavity 181, preventing gas and liquid from permeating into each other in the two spaces.

[0047] See Figure 2 , Figure 5 and Figure 7As shown, in some embodiments, the outer cylinder 18 may have openings at both ends or one end in the extending direction of the inner cavity 181 for liquid injection. For example, an opening may be provided at the end of the outer cylinder 18 away from the support 12, and a damper end cap 23 may be provided at this opening for sealing. The magnetorheological damper 300 also includes a piston rod 20 and a guide sleeve 21. One end of the piston rod 20 is connected to the damper piston 17, and the other end is adapted to connect to the lower support 1. A channel (not shown in the figure) is also provided inside the piston rod 20. The magnetorheological damper 300 also includes a wire harness 25, which can be housed in the channel. One end of the wire harness 25 is led out from the piston rod 20 and connected to an external circuit. The other end of the wire harness 25 extends along the channel to be electrically connected to the piston coil 1702, thereby enabling the coil to be energized.

[0048] The guide sleeve 21 is disposed within the inner cavity 181 of the outer cylinder 18, and is located at the end of the outer cylinder 18 away from the floating piston 16, forming a seal between the guide sleeve 21 and the inner wall of the inner cavity 181. The piston rod 20 passes through the guide sleeve 21, and the end of the piston rod 20 away from the shock absorber piston 17 exits the outer cylinder 18 from the guide sleeve 21 and connects to the lower support seat 1. By setting the piston rod 20, the connection between the shock absorber piston 17 and the lower support seat 1 can be realized. By setting the guide sleeve 21, the movement direction of the piston rod 20 can be limited, so that the piston rod 20 moves in the movement direction of the mover 60 relative to the stator 40, thereby limiting the movement direction of the shock absorber piston 17.

[0049] In some embodiments, the guide sleeve 21 includes a base 2102 and an outer frame 2105 connected to each other. The base 2102 and the outer frame 2105 are detachably connected by a snap-fit ​​structure, a fastening structure, or screws. Both the base 2102 and the outer frame 2105 are sealed to the cavity wall of the inner cavity 181, forming a seal between the base 2102, the outer frame 2105, and the inner wall of the inner cavity 181. For example, the base 2102 is positioned closer to the shock absorber piston 17 relative to the outer frame 2105. A buffer block 2101 is provided at one end of the base 2102 facing the shock absorber piston 17. The buffer block 2101 can be made of flexible rubber, silicone, or plastic material, and the buffer block 2101 has a ring structure. The outer ring wall of the buffer block 2101 can fit against the inner wall of the inner cavity 181, thereby achieving a seal between the base 2102 and the inner wall of the inner cavity 181. In addition, the buffer block 2101 not only serves a sealing function, but also abuts against the buffer block 2101 when the shock absorber piston 17 moves toward the base 2102, preventing direct collision between the shock absorber piston 17 and the base 2102. This avoids rigid collisions between the two, which helps reduce collision noise and wear. Alternatively, a sealing ring can be directly installed on the outer wall of the base 2102 and fitted against the inner wall of the inner cavity 181 to achieve a sealing effect. A second sealing ring 2108 is provided around the outer wall of the outer frame 2105, and the outer wall of the second sealing ring 2108 fits against the inner wall of the inner cavity 181, thereby achieving a seal between the outer frame 2105 and the inner wall of the inner cavity 181.

[0050] It should be noted that both the base 2102 and the outer frame 2105 have through holes (not shown in the figure) suitable for the piston rod 20 to pass through. These through holes penetrate both the base 2102 and the outer frame 2105, with the piston rod 20 passing through them. The outer frame 2105 has an oil seal seat 2104 on the wall of its through hole. The oil seal seat 2104 is annularly arranged, and a first oil seal 2103 is provided on the inner annular wall of the oil seal seat 2104 facing the piston rod 20 for contacting the piston rod 20 and for sealing. When the piston rod 20 passes through the oil seal seat 2104, the outer wall of the piston rod 20 and the first oil seal 2103 fit tightly together, thereby improving the sealing performance between the piston rod 20 and the first oil seal 2103 and preventing leakage of the magnetorheological fluid in the inner cavity 181.

[0051] In some embodiments, a wear-resistant seat 2106 may be provided on the inner wall of the outer frame 2105. The wear-resistant seat 2106 can be connected to the inner wall of the outer frame 2105 by screws or welding. The wear-resistant seat 2106 is arranged in a ring, and a wear-resistant sleeve 2107 is provided on the inner ring wall of the wear-resistant seat 2106. The piston rod 20 can pass through the wear-resistant sleeve 2107. The wear-resistant sleeve 2107 is made of a flexible material. In this way, not only can the sealing between the outer frame 2105 and the piston rod 20 be further increased, but direct contact between the piston rod 20 and the outer frame 2105 can also be avoided, thereby avoiding wear between the two.

[0052] In some embodiments, a second oil seal 2109 and a third oil seal 2110 are also provided inside the outer frame 2105. Both the second oil seal 2109 and the third oil seal 2110 are connected to the inner wall of the outer frame 2105, and both are annular structures, fitted onto the outer wall of the piston. The first oil seal 2103, the second oil seal 2109, and the third oil seal 2110 can be arranged at intervals. Specifically, the first oil seal 2103 is located at the end of the outer frame 2105 near the base 2102, and the second oil seal 2109 and the third oil seal 2110 are located at the end of the outer frame 2105 away from the base 2102. By providing the second oil seal 2109 and the third oil seal 2110, the sealing between the piston rod 20 and the outer frame 2105 can be increased, and a dustproof effect can be achieved.

[0053] See Figure 2 and Figure 3 As shown, in some embodiments, the suspension system further includes a connecting rod 15, which is adapted to connect to the outer cylinder 18. The end of the connecting rod 15 away from the outer cylinder 18 is connected to the support 12, thereby achieving a fixed connection between the outer cylinder 18 and the support 12. In this way, the outer cylinder 18 can move with the mover 60, and the connecting rod 15 moves with the outer cylinder 18, so that the support 12 can move with the mover 60. In this application, the connecting rod 15 is disposed at the end of the outer cylinder 18 near the floating piston 16. The end of the connecting rod 15 away from the outer cylinder 18 can be configured as a screw structure, that is, an external thread is provided on the outer wall. The support 12 is provided with a through hole (not shown in the figure) for the screw structure to pass through. After the screw structure of the support 12 passes through the through hole, the support 12 and the connecting rod 15 can be connected together by screwing the locking nut 13 and the screw structure together.

[0054] It should be noted that gas needs to be injected into the end of the inner cavity 181 where the floating piston 16 is located. To facilitate gas injection, an opening can be made at the end of the outer cylinder 18 near the floating piston 16, allowing the inner cavity 181 to communicate with the outside. In this case, the connection between the connecting rod 15 and the outer cylinder 18 needs to be designed as a cap, hat, or sleeve structure, so that the end of the connecting rod 15 can be fitted onto the outer cylinder 18 and fixedly connected to it. The two can be connected by adhesive or welding, or by a snap-fit ​​structure, fastening structure, or screws. It is worth mentioning that a sealing ring can also be installed between the connecting rod 15 and the outer cylinder 18 to seal against gas leakage. By creating an opening in the outer cylinder 18 and fitting the connecting rod 15 onto the opening, the opening of the outer cylinder 18 can be sealed. When gas needs to be injected into the space above the floating piston 16, the connecting rod 15 can be removed, and the gas can be injected through the opening.

[0055] In some embodiments, the connecting rod 15 is provided with an inflation nozzle 14, one end of which is connected to a space suitable for filling with gas, so as to fill the space with gas. By providing an inflation nozzle 14, the inflation structure can be directly connected to the inflation nozzle 14 from the outside without disassembling the connecting rod 15, and the space above the floating piston 16 can be inflated through the inflation nozzle 14, making inflation more convenient.

[0056] In some embodiments, the support 12 includes a separate outer frame 1201 and an inner frame 1203. The inner frame 1203 has a through hole for connecting a connecting rod 15. After the threaded structure of the connecting rod 15 passes through the through hole, it is fixedly connected to the inner frame 1203 by threaded connection with a locking nut 13. The inner frame 1203 and the outer frame 1201 can be detachably connected by a snap-fit ​​structure, a fastening structure, or screws. The outer frame 1201 is annular, and the edge of the inner frame 1203 can be inserted into the inner annular wall of the outer frame 1201. An inner bushing 1202 is also provided between the outer frame 1201 and the inner frame 1203. The inner bushing 1202 can be made of rubber or silicone material, and its cushioning effect is achieved.

[0057] The elastic element 9 in this application can be a spring. One end of the spring can be connected to the end of the outer frame 1201 near the stator 40, and the other end of the spring can be connected to the housing 3 of the linear motor 200. It should be noted that an upper pad 11 is also provided at the end of the outer frame 1201 near the stator 40, and a lower pad 8 is provided on the housing 3. One end of the spring is fitted over the upper pad 11, and the other end is fitted over the lower pad 8. By providing the upper pad 11 and the lower pad 8, a cushioning effect can be achieved, and a rigid connection can be avoided.

[0058] See Figure 2As shown, in some embodiments, the linear motor 200 of this application further includes a housing 3. The housing 3 serves as the frame structure of the linear motor 200, and the stator 40 of the linear motor 200 is mounted on the housing 3. The housing 3 can be used to protect the internal structure of the linear motor 200. The housing 3 has a cylindrical structure. The linear stator 40 includes a first frame 4 and winding coils 5. The first frame 4 is wound around the inner wall of the housing 3 and is fixedly connected to the inner wall of the housing 3. The winding coils 5 are embedded in the first frame 4. Along the direction of relative movement between the stator 40 and the mover 60, a plurality of spaced winding coils 5 are provided in the first frame 4. The mover 60 includes a second frame 6 and permanent magnets 7. The permanent magnets 7 are embedded in the second frame 6, and along the direction of movement of the mover 60 relative to the stator 40, a plurality of spaced permanent magnets 7 are provided on the second frame 6.

[0059] The linear motor 200 of this application is a three-phase winding linear motor 200. Its winding coils 5 (U, V, W in the figure) are arranged sequentially along a straight line in the first frame 4, with a 120° electrical angle interval between them (the electrical angle is related to the magnetic pole distribution of the motor and is not equal to the actual mechanical angle). The three-phase alternating current has the same amplitude and frequency, but is 120° out of phase. When each phase winding is energized individually, it generates a "pulsating magnetic field" whose amplitude varies sinusoidally with time but whose spatial position is fixed. When the three spatially staggered and temporally delayed pulsating magnetic fields are superimposed, they reinforce each other at some positions and weaken each other at others. The final effect is to form a composite magnetic field with a constant amplitude and moving at a uniform speed along a straight line, i.e., a traveling wave magnetic field. This moving magnetic field interacts with the permanent magnets 7 (synchronous, N, S), thereby generating an axial electromagnetic thrust, driving the linear motor 200 to move in a straight line. It is understandable that by controlling the amplitude of the current, the magnitude of the traveling wave magnetic field can be controlled, thereby controlling the magnitude of the electromagnetic thrust; by controlling the "phase / phase sequence" of the current, the direction of motion can be controlled; and by controlling the frequency of the current, the speed of motion can be controlled.

[0060] In some embodiments, a sensor 10 is also provided at one end of the housing 3 near the support 12. The sensor 10 is specifically a displacement sensor 10, which can detect the displacement of the mover 60 relative to the stator 40, thereby understanding the moving distance of the mover 60 relative to the stator 40, and thus facilitating more precise control of the relative movement of the mover 60.

[0061] Combined Figure 7As shown, in some embodiments, a mounting base 22 is further provided between the second frame 6 and the outer cylinder 18. One end of the mounting base 22 is connected to the outer wall of the outer cylinder 18, and the other end is connected to the second frame 6. This allows the second frame 6 and the outer cylinder 18 to be connected, thereby connecting the mover 60 and the magnetorheological damper 300. Furthermore, after the connecting rod 15 is fitted onto and connected to the outer cylinder 18, the end of the connecting rod 15 away from the support 12 can extend to abut against the second frame 6, thus connecting it to the second frame 6 and making the connection between the outer cylinder 18 and the second frame 6 more stable.

[0062] In some embodiments, a magnetic shielding cylinder 19 is also sleeved on the outer wall of the outer cylinder 18. The magnetic shielding cylinder 19 is located between the outer cylinder 18 and the mover 60, and the outer cylinder 18, the magnetic shielding cylinder 19, and the mover 60 are connected together. By providing the magnetic shielding cylinder 19, the magnetic field can be isolated to limit the range of the magnetic field, avoid magnetic leakage, and also avoid magnetic field interference. The magnetic shielding cylinder 19 can be connected to the outer cylinder 18 by welding or bonding, or it can also be connected by a snap-fit ​​structure, a fastening structure, or screws. Alternatively, along the direction of movement of the mover 60 relative to the stator 40, the end of the magnetic shielding cylinder 19 away from the support 12 extends to the mounting base 22 and is snapped, fastened, or welded to the mounting base 22, and the end of the magnetic shielding cylinder 19 near the support 12 extends to the connecting rod 15 and is snapped, fastened, or welded to the connecting rod 15.

[0063] In some embodiments, both the stator 40 and the piston rod 20 of this application are connected to the lower support base 1. Specifically, the lower support base 1 is further provided with a lower connecting base 2, which is snapped, fastened, or screwed onto the lower support base 1. The first frame 4 of the stator 40 can be welded or bonded to the lower connecting base 2, or snapped, fastened, etc. The piston rod 20 can be directly inserted into the lower connecting base 2. The outer wall of the end of the piston rod 20 away from the shock absorber piston 17 can be provided with external threads. After the piston rod 20 passes through the lower connecting base 2, a locking nut 26 can be placed at the end, and the piston rod 20 is fixedly connected to the lower connecting base 2 through the cooperation of the locking nut 26. In this way, the stator 40 and the piston rod 20 can be fixedly connected to the lower support base 1 together.

[0064] It should be noted that, since the first frame 4 is connected to the outer shell 3, the outer shell 3 can also be directly connected to the lower connecting seat 2 through a snap-fit ​​structure, fastening structure or screws, thereby achieving relative fixation between the stator 40 and the lower connecting seat 2.

[0065] It should also be noted that when the lower support 1 moves relative to the mover 60, it can drive the stator 40 and piston rod 20 to move relative to the mover 60. At this time, the lower connecting seat 2 moves towards or away from the end of the outer cylinder 18 of the magnetorheological damper 300 away from the support 12. To avoid rigid collision between the outer cylinder 18 and the lower connecting seat 2, a compression block 24 is provided at the end of the lower connecting seat 2 facing the outer cylinder 18. The compression block 24 is made of a flexible material, such as silicone, rubber, or foam. When the outer cylinder 18 and the lower connecting seat 2 move towards each other, the outer cylinder 18 can impact the compression block 24, avoiding direct collision between the outer cylinder 18 and the lower connecting seat 2, thereby preventing damage caused by rigid collision.

[0066] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0067] In the description of this application, it should be understood that the terms "comprising" and "having" and any variations thereof used in the embodiments of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes two series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or device.

[0068] Unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or a two-part connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the connection within two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances. Furthermore, the terms "second," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features.

[0069] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A suspension system, characterized in that, include: A base, the base including a support and a lower support, one of the support and the lower support being adapted to connect to a vehicle body, and the other being adapted to connect to a wheel; A linear motor, comprising a stator and a mover, wherein one end of the mover is connected to the support, and the end of the stator away from the support is connected to the lower support base; An elastic element is disposed between the support and the stator to provide an elastic force between the support and the stator; as well as A magnetorheological damper includes an outer cylinder and a damper piston disposed inside the outer cylinder and capable of linear motion relative to the outer cylinder. The magnetorheological damper is disposed inside the mover, and the outer cylinder is connected to the mover. The damper piston is adapted to be connected to the lower support.

2. The suspension system according to claim 1, characterized in that, The outer cylinder has a sealed inner cavity, the shock absorber piston is located in the inner cavity and divides the inner cavity into upper and lower sub-cavities, the shock absorber piston includes a piston coil that can be energized to generate a magnetic field, and the inner cavity is also filled with magnetorheological fluid, which can pass through the shock absorber piston to flow between the two sub-cavities.

3. The suspension system according to claim 2, characterized in that, A floating piston is movably disposed in the upper sub-cavity of the inner cavity. The floating piston divides the upper sub-cavity into two independent spaces. The space closer to the damper piston is suitable for filling with magnetorheological fluid, and the space farther away from the damper piston is suitable for filling with gas at a set pressure.

4. The suspension system according to claim 2, characterized in that, The magnetorheological damper also includes a piston rod and a guide sleeve. The guide sleeve is disposed inside the outer cylinder. One end of the piston rod is connected to the damper piston, and the other end is adapted to be connected to the lower support seat. The piston rod passes through the guide sleeve.

5. The suspension system as described in claim 4, characterized in that, The guide sleeve includes a base and an outer frame connected to each other. The base and the outer frame are both sealed to the cavity wall of the inner cavity. A buffer block is provided at the end of the base facing the piston of the shock absorber. A first oil seal is provided in the outer frame for contacting the piston rod and suitable for sealing.

6. The suspension system according to claim 5, characterized in that, The outer frame is also provided with a second oil seal and a third oil seal. The second oil seal and the third oil seal are both connected to the outer frame and are both sleeved on the outer wall of the piston.

7. The suspension system according to claim 3, characterized in that, It also includes a connecting rod, which is sleeved on the outer cylinder and fixedly connected to the outer cylinder, with one end of the connecting rod away from the outer cylinder connected to the support.

8. The suspension system according to claim 7, characterized in that, The connecting rod is equipped with an inflation nozzle, one end of which is connected to a space suitable for filling with gas, so as to fill the space with gas.

9. The suspension system according to claim 1, characterized in that, The outer wall of the outer cylinder is also fitted with a magnetic shielding cylinder, which is located between the outer cylinder and the moving element. The outer cylinder, the magnetic shielding cylinder and the moving element are connected to each other.

10. A vehicle, characterized in that, include: Body; wheel; as well as The suspension system according to any one of claims 1-9, wherein the suspension system is connected between the vehicle body and the wheels.

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