Low energy consumption hybrid active damper and vehicle

Abstract

The application provides a low-energy consumption hybrid active damper and a vehicle, comprising: a motor part, the motor part having a mounting cavity, the motor part being used for generating an active driving force; a magneto-rheological damping part, part of the magneto-rheological damping part being located in the mounting cavity, a cylinder barrel of the magneto-rheological damping part being connected with a stator assembly of the motor part, a piston rod of the magneto-rheological damping part being connected with a rotor assembly of the motor part, the cylinder barrel and the rotor assembly being arranged at a distance, the piston rod and the rotor assembly being coaxially arranged, the magneto-rheological damping part being used for generating a variable damping force, the piston rod being controlled to move the rotor assembly relative to the stator assembly, and the rotor assembly having an initial position and at least one working position.

Description

Technical Field

[0001] This invention relates to the field of vibration damper technology, and more specifically, to a low-energy hybrid active vibration damper and a vehicle. Background Technology

[0002] Traditional passive suspensions, due to the non-adjustable parameters of springs and fixed damping devices, are difficult to adapt to performance optimization under complex road conditions. Semi-active suspensions, although achieving real-time adjustable damping through CDC or magnetorheological technology, are limited by the principle of "only generating a reaction force that opposes motion," resulting in inherent bottlenecks in their vibration reduction effect and adjustment range. While traditional active suspensions can use the reverse force output by the motor to offset road impacts, their damping force relies entirely on the motor output, leading to excessive energy consumption and the motor coils being prone to damage due to high temperatures, which still restricts their engineering applications.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] The main objective of this invention is to provide a low-energy-consumption hybrid active shock absorber and vehicle to solve the technical problems of high energy consumption, poor temperature control reliability, and limited performance of existing active suspensions.

[0005] To achieve the above objectives, according to one aspect of the present invention, a low-energy-consumption hybrid active damper is provided, comprising: a motor unit having a mounting cavity, the motor unit being used to generate an active driving force; a magnetorheological damping unit, a portion of which is located within the mounting cavity, the cylinder of the magnetorheological damping unit being connected to the stator assembly of the motor unit, the piston rod of the magnetorheological damping unit being connected to the mover assembly of the motor unit, the cylinder and the mover assembly being disposed at a distance, the piston rod and the mover assembly being coaxially disposed, the magnetorheological damping unit being used to generate a variable damping force, and controlling the piston rod to move the mover assembly relative to the stator assembly, the mover assembly having an initial position and at least one working position; wherein, during vehicle operation, by controlling the magnetorheological damping unit, the mover assembly can be positioned at any working position to change the superimposed force output along the axial direction of the mover assembly by the variable damping force and the active driving force, the superimposed force being used to suppress the vibration of the vehicle suspension system.

[0006] Furthermore, the low-energy hybrid active vibration damper also includes: a cooling assembly having a cooling cavity, at least a portion of the stator assembly being located within the cooling cavity, the cooling assembly being spaced apart from the magnetorheological damping section, the cooling assembly being connected to the mover assembly, and the cooling assembly being used to dissipate heat from the mover assembly.

[0007] Furthermore, the low-energy hybrid active vibration damper also includes: a dust cover, which is located at one end of the mover assembly. The dust cover has a dust cavity, in which part of the stator assembly and part of the magnetorheological damping part are located. The dust cover abuts against part of the stator assembly. One end of the dust cover is connected to the cylinder, and the other end of the dust cover is connected to the mover assembly.

[0008] Furthermore, the low-energy hybrid active damper also includes: a spring located at one end of the mover assembly, the spring abutting against part of the dust cover, one end of the spring being connected to the cylinder, and the other end of the spring being connected to the mover assembly.

[0009] Furthermore, the mover assembly has a first mounting cavity, the stator assembly has a second mounting cavity, a portion of the stator assembly is located within the first mounting cavity, the second mounting cavity is connected to the first mounting cavity, the first mounting cavity and the first mounting cavity enclose a mounting cavity, and a portion of the magnetorheological damping part is located within the second mounting cavity.

[0010] Furthermore, the stator assembly includes: a stator housing assembly having a second mounting cavity, the outer side of the cylinder barrel being connected to the inner side of the stator housing assembly; a permanent magnet located within the second mounting cavity, connected to the stator housing assembly, and spaced apart from the cylinder barrel; and a stator core located within the second mounting cavity, connected to the stator housing assembly, the outer side of the stator core being connected to the permanent magnet, and the stator core abutting against the cylinder barrel.

[0011] Further, the stator housing assembly includes: a fixed lower end cover, which is connected to one end of the stator core, and the inner side of the fixed lower end cover abuts against the cylinder; a stator copper guide, which is sleeved on the outside of the fixed lower end cover and is movably connected to the inner side of the mover assembly, with a portion of the stator copper guide connected to the stator core; a stator guide cylinder, one end of which is connected to the stator copper guide, and the inner side of which is connected to the permanent magnet, and the stator guide cylinder is movably connected to the inner side of the mover assembly; and a fixed upper end cover, which is disposed at a distance from the fixed lower end cover and the stator copper guide, and is connected to the stator core and the permanent magnet respectively; wherein, the fixed upper end cover, the stator guide cylinder, the stator copper guide, and the fixed lower end cover form a second mounting cavity.

[0012] Furthermore, the stator housing assembly also includes: a limiting buffer block, which is located at one end of the cylinder, a portion of which is connected to the stator copper guide and fixed lower end cover, and the limiting buffer block is sleeved on the piston rod.

[0013] Furthermore, the mover assembly includes: a mover housing assembly, the outer side of which is connected to the inner side of the cooling assembly, the mover housing assembly having a first mounting cavity, the inner side of which is movably connected to a portion of the stator copper guide and the stator guide cylinder, the mover housing assembly having a winding cavity for accommodating the coil winding, the winding cavity being spaced apart from the first mounting cavity, and one end of the mover housing assembly being connected to a piston rod.

[0014] Further, the mover housing assembly includes: a mover housing connected to the coil winding, the outer side of the mover guide cylinder connected to the inner side of the cooling assembly; a lower motor cover connected to one end of the mover housing and connected to the piston rod; an upper motor cover connected to the other end of the mover housing; a mover guide cylinder located inside the mover housing, the outer side of the mover guide cylinder connected to the coil winding, the inner side of the mover guide cylinder movably connected to the stator guide cylinder and the stator copper guide, the lower motor cover connected to one end of the mover guide cylinder; and a mover copper guide located inside the upper motor cover and connected to the other end of the mover guide cylinder. The mover guide cylinder, the lower motor cover, and the mover copper guide form a first mounting cavity, and the mover guide cylinder, the mover housing, the lower motor cover, and the upper motor cover form a winding cavity.

[0015] Furthermore, the mover housing assembly also includes: a connecting flange, which is connected to the lower end cover of the motor, the connecting flange is spaced apart from the mover housing, the connecting flange is coaxially arranged with the lower end cover of the motor, and the outer side of the connecting flange abuts against the inner side of a portion of the cooling assembly.

[0016] Furthermore, the mover housing assembly also includes a control valve located in a mounting hole on the lower end cover of the motor, the control valve being used to control the connection between the first mounting cavity and the outside air.

[0017] Furthermore, the cooling assembly includes: a cooling housing having a cooling cavity, the cooling housing being connected to the moving part housing assembly, the cooling housing having a receiving cavity, the receiving cavity being spaced apart from the cooling cavity; and a cooling support assembly located within the receiving cavity, a portion of the cooling support assembly being connected to the cooling housing, the cooling support assembly and the cooling housing forming a cooling channel for the flow of a cooling medium, the cooling channel having a first connection port and a second connection port, and the cooling channel communicating with the receiving cavity.

[0018] According to another aspect of the present invention, a vehicle is provided, including a low-energy hybrid active damper, wherein the low-energy hybrid active damper is the aforementioned low-energy hybrid active damper.

[0019] By applying the technical solution of this invention, the synergistic superposition of magnetorheological damping force and motor active driving force can significantly reduce the continuous high-load operation time of the motor while ensuring a wide range of damping force output. This effectively reduces the overall energy consumption of the system and suppresses the temperature rise of the motor. At the same time, by leveraging the rapid response characteristics of magnetorheological damping and the active compensation capability of the motor, precise suppression of road impacts can be achieved, improving the vibration reduction efficiency and reliability of the suspension system under complex working conditions. Ultimately, this balances vehicle comfort and handling stability, solving the technical problems of high energy consumption, poor temperature control reliability, and limited performance of existing active suspensions. Attached Figure Description

[0020] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0021] Figure 1 This is a schematic diagram of the structure of the first embodiment of the low-energy hybrid active vibration damper according to the embodiments of this application;

[0022] Figure 2 This is an installation diagram of the cooling assembly in the first embodiment of the low-energy hybrid active vibration damper according to the embodiments of this application;

[0023] Figure 3 This is a partial structural schematic diagram of the cooling component in the second embodiment of the low-energy hybrid active vibration damper according to the embodiments of this application;

[0024] Figure 4 This is a schematic diagram of the cooling component in a third embodiment of the low-energy hybrid active vibration damper according to the embodiments of this application;

[0025] Figure 5 This is a schematic diagram of the fourth embodiment of the cooling component in the low-energy hybrid active vibration damper according to the embodiments of this application.

[0026] The above-mentioned icon numbers are explained as follows:

[0027] The components include: 1. Motor section; 2. Dust cover; 3. Magnetorheological damping section; 4. Cooling assembly; 5. Spring; 11. Mover assembly; 111. Connecting flange; 112. Control valve; 113. Lower motor cover; 114. Mover housing; 115. Mover guide cylinder; 116. Coil winding; 117. Upper motor cover; 118. Mover copper guide; 12. Stator assembly; 121. Limiting buffer block; 122. Stator copper guide. 123. Fixed lower end cover; 124. Stator core; 125. Stator guide cylinder; 126. Permanent magnet; 127. Fixed upper end cover; 31. Guide assembly; 32. Piston rod; 33. Valve system assembly; 34. Cylinder; 40. Cooling chamber; 41. Outer plate; 42. Middle partition plate; 43. Inner plate; 44. Inner radial plate; 45. Outer radial plate; 441. First connection port; 451. Second connection port. Detailed Implementation

[0028] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0029] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0030] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0031] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0032] In a vehicle chassis system, the suspension, as the core load-bearing and vibration-damping mechanism connecting the vehicle body and wheels, directly determines the vehicle's ride comfort, handling stability, tire contact safety, and overall ride comfort. It is a key module for balancing the vehicle's dynamic performance and static load-bearing capacity. During vehicle operation, impacts from road surfaces, longitudinal load transfer during braking and acceleration, and lateral roll forces during steering are all transmitted to the suspension system through the wheels. The suspension then dissipates energy and adjusts force, ultimately reducing the transmission of vibrations to the passenger compartment. Based on differences in force output form and parameter adjustment capabilities, the industry classifies suspension systems into three major technical routes: passive suspension, semi-active suspension, and active suspension. These three routes, based on different working principles and structural configurations, exhibit drastically different performance characteristics and engineering adaptability. The inherent technical shortcomings of traditional passive suspension, mainstream semi-active suspension, and classic active suspension are the core driving force behind the industry's continuous research and development of new hybrid damping suspensions.

[0033] This fixed-parameter structural characteristic creates an inherent performance contradiction for traditional passive suspensions—the classic industry trade-off between ride comfort and handling. When driving on smooth paved city roads, a superior driving experience is paramount, requiring lower spring stiffness and damping force to smoothly filter out minor road bumps, suppress high-frequency micro-vibrations, and enhance cabin comfort. However, during high-speed driving, emergency cornering, or braking, handling stability becomes the core requirement. Higher spring stiffness is needed to suppress body roll and pitch, coupled with high damping force to quickly suppress residual suspension vibrations and reduce body posture fluctuations. But passive suspension parameters are not adjustable; they can only be matched to all operating conditions through compromise calibration. Factory-set parameters cannot achieve either ultimate comfort or ultimate handling. In complex road conditions, such as continuous bumpy unpaved roads combined with high-speed lane changing, the limitations of fixed parameters are further amplified. Springs cannot adapt to the load-bearing requirements of large-stroke impacts, and fixed damping cannot match the energy dissipation requirements of different vibration frequencies. This ultimately leads to problems such as incomplete vibration reduction on bumpy roads and increased risk of loss of vehicle posture at high speeds. It is difficult to achieve dynamic performance optimization across the entire operating range, which is the core technical limitation of passive suspension.

[0034] Among them, the continuously variable damping shock absorber adjusts the effective flow area of ​​the internal throttling orifice through an electronically controlled proportional valve, changing the hydraulic oil flow resistance to achieve continuous gradient adjustment of the damping force; the magnetorheological damping technology utilizes the physical principle of the abrupt change in the rheological properties of magnetorheological fluid under the action of an external magnetic field, adjusting the magnetic field strength by changing the excitation current, rapidly changing the shear yield strength of the fluid in the damping channel, and thus achieving millisecond-level response adjustment of the damping force, with the advantages of fast response speed and high adjustment accuracy. Although the semi-active suspension breaks through the bottleneck of the non-adjustable parameters of the passive suspension, this technical route has an insurmountable fundamental limitation. The core working logic of all semi-active damping components relies on fluid flow resistance or magnetorheological shear resistance to generate reverse resistance that hinders the relative motion of the suspension. In essence, it can only consume the kinetic energy generated by vibration and convert mechanical energy into heat energy for dissipation, and cannot actively output positive or reverse driving force.

[0035] Compared to the limitations of semi-active suspension, traditional fully active suspension completely transcends the technical framework of damping energy consumption. Relying on linear motors, servo motors, and other power actuators as core functional components, it abandons traditional fixed and variable damping structures, possessing the ability to actively output force, fundamentally revolutionizing vibration reduction logic. Traditional active suspension eliminates conventional damping components; the motor directly connects the suspension components to the vehicle body and wheels. After the vehicle's sensing system identifies the road impact vector and the vehicle's vibration state, the controller drives the motor to precisely output positive or negative active force, directly offsetting the impact energy transmitted from the road to the vehicle body, rather than simply consuming vibration kinetic energy. This active force output mode can suppress vibration inputs of different frequencies and amplitudes at the source. It can not only filter out minor high-frequency bumps but also precisely offset long-stroke low-frequency impacts. Simultaneously, it can actively correct the vehicle's posture during steering and braking. Theoretically, it can achieve the optimal solution for ride comfort and handling under all operating conditions, representing the ideal form of suspension technology development.

[0036] High temperatures trigger a series of chain reactions, including accelerated aging of the motor coil insulation, demagnetization of the magnets, and increased winding resistance. These issues further reduce motor efficiency, creating a vicious cycle of exacerbated heating, significantly shortening motor lifespan, and increasing the risk of suspension failure. Simultaneously, the continuous high-power output of traditional active suspensions results in persistently high energy consumption. Compared to passive and semi-active suspensions, which require only a small amount of power to supply the controller and sensors, the continuous power consumption of the active suspension motor significantly increases the overall vehicle energy consumption. For new energy vehicles, this directly shortens the driving range, while for gasoline vehicles, it increases fuel consumption, contradicting the trend towards energy-efficient vehicles. These two core pain points—high energy consumption and the risk of thermal failure—have kept the best-performing traditional active suspension systems confined to laboratory research and testing in high-end niche models, preventing large-scale engineering adoption.

[0037] According to one aspect of the embodiments of this application, a cooling component is provided in a low-energy hybrid active damper.

[0038] Specifically, such as Figure 1 As shown, a low-energy-consumption hybrid active damper includes: a motor unit 1 having a mounting cavity, the motor unit 1 being used to generate an active driving force; a magnetorheological damping unit 3, a portion of which is located within the mounting cavity, the cylinder 34 of the magnetorheological damping unit 3 being connected to the stator assembly 12 of the motor unit 1, the piston rod 32 of the magnetorheological damping unit 3 being connected to the mover assembly 11 of the motor unit 1, the cylinder 34 and the mover assembly 11 being disposed at a distance, the piston rod 32 and the mover assembly 11 being coaxially disposed, the magnetorheological damping unit 3 being used to generate a variable damping force, and controlling the piston rod 32 to move the mover assembly 11 relative to the stator assembly 12, the mover assembly 11 having an initial position and at least one working position; wherein, during vehicle operation, by controlling the magnetorheological damping unit 3, the mover assembly 11 can be positioned in any working position to change the superimposed force output along the axial direction of the mover assembly 11 by the variable damping force and the active driving force, the superimposed force being used to suppress the vibration of the vehicle suspension system.

[0039] This low-energy hybrid active vibration damper integrates a motor unit 1 and a magnetorheological damping unit 3. Part of the magnetorheological damping unit 3 is housed within the mounting cavity of the motor unit 1 and connected to the stator assembly 12 of the motor unit 1 via a cylinder 34. A piston rod 32 is connected to the mover assembly 11 of the motor unit 1. The piston rod 32 and the mover assembly 11 are coaxially arranged, and the cylinder 34 and the mover assembly 11 are spaced apart. The overall structure has a high degree of integration and a compact spatial layout. This device combines the active driving force output from the motor unit 1 with the variable damping force generated by the magnetorheological damping unit 3. By adjusting the movement of the piston rod 32 driven by the magnetorheological damping unit 3, the mover assembly 11 can switch between its initial position and multiple working positions relative to the stator assembly 12. This allows for adjustment of the superimposed force formed by the two forces along the axial direction of the mover assembly 11.

[0040] Compared to the limitations of traditional passive suspension with fixed parameters, semi-active suspension which only generates resistance, and purely active suspension with excessive energy consumption, this solution utilizes the coordinated action of active driving force and variable damping force to distribute the workload of the motor unit 1, significantly reducing the overall energy consumption of the device and effectively avoiding the problem of motor overheating and damage. Simultaneously, the superimposed force can precisely adapt to different road conditions to suppress suspension vibration, balancing vehicle ride comfort and handling stability, offering a wider adjustment range, stronger vibration reduction performance, and superior reliability and adaptability for engineering applications.

[0041] Furthermore, the low-energy hybrid active vibration damper also includes: a cooling assembly 4, which has a cooling cavity 40, at least a portion of the stator assembly 12 is located in the cooling cavity 40, the cooling assembly 4 is spaced apart from the magnetorheological damping part 3, the cooling assembly 4 is connected to the mover assembly 11, and the cooling assembly 4 is used to dissipate heat from the mover assembly 11.

[0042] In this embodiment, the low-energy hybrid active vibration damper is equipped with a motor unit 1 and a magnetorheological damping unit 3 working in tandem. The motor unit 1 can output active driving force, and the magnetorheological damping unit 3 can generate variable damping force. The two forces form a superimposed force along the axial direction of the mover assembly 11 to suppress suspension vibration and effectively improve the vibration damping adjustment capability under all working conditions. In this embodiment, the vibration damper is equipped with a cooling assembly 4, which has a cooling chamber 40 inside. At least part of the stator assembly 12 is arranged inside the cooling chamber 40. The cooling assembly 4 and the magnetorheological damping unit 3 are spaced apart and connected to the mover assembly 11, which can provide targeted and continuous heat dissipation for the mover assembly 11 and the built-in stator assembly 12.

[0043] This structure utilizes an integrated liquid-cooled layout to directly dissipate heat from the core heat-generating area of ​​the motor. Combined with a magnetorheological damping section 3 to share the load and reduce the heat generation power of the motor section 1, it reduces the risk of high-temperature aging and thermal demagnetization of the coils at the source, solving the common problem of long-term high-temperature operation in traditional active suspension motors. This embodiment, through the combination of force-value coordinated control and an integrated heat dissipation structure, significantly reduces overall energy consumption and the probability of thermal failure while ensuring vibration damping performance and vehicle attitude adjustment capabilities. Its compact structure and strong adaptability effectively improve the service life of the shock absorbers and the overall vehicle driving reliability.

[0044] Specifically, the low-energy hybrid active vibration damper also includes: a dust cover 2, located at one end of the mover assembly 11, the dust cover 2 having a dustproof cavity, a portion of the stator assembly 12 and a portion of the magnetorheological damping part 3 located within the dustproof cavity, the dust cover 2 abutting against a portion of the stator assembly 12, one end of the dust cover 2 connected to the cylinder 34, and the other end of the dust cover 2 connected to the mover assembly 11. A guide assembly 31 is fitted onto the piston rod 32, and a valve system assembly 33 is connected to the end of the piston rod 32.

[0045] This embodiment of the low-energy hybrid active vibration damper is equipped with a dust cover 2, which is installed at the end of the mover assembly 11. A dustproof cavity is formed inside the dust cover 2, where a portion of the stator assembly 12 and a portion of the magnetorheological damping part 3 are housed. The dust cover 2 and a portion of the stator assembly 12 abut against each other. One end of the dust cover 2 is connected to the cylinder 34, and the other end is connected to the mover assembly 11. This enclosed structure effectively prevents external contaminants such as mud, dust, and water mist from entering the damper, avoiding contaminants from intruding into the mating gap between the mover assembly 11 and the stator assembly 12. Simultaneously, it protects the piston rod 32 and the moving parts of the magnetorheological damping part 3 from wear by external impurities and prevents the magnetorheological fluid from becoming contaminated and deteriorating. With the combined force output of the motor unit 1 and the magnetorheological damping unit 3, and the heat dissipation capacity of the cooling component 4, this embodiment achieves low-energy composite vibration reduction, suppresses suspension vibration, and reduces the risk of motor thermal failure. It also significantly reduces the frictional loss of internal moving components and the probability of seal failure, thereby improving the working stability and service life of the shock absorber under complex road conditions.

[0046] In this embodiment, the low-energy hybrid active vibration damper further includes: a spring 5, which is located at one end of the mover assembly 11, abuts against part of the dust cover 2, one end of the spring 5 is connected to the cylinder 34, and the other end of the spring 5 is connected to the mover assembly 11.

[0047] In this embodiment, the low-energy hybrid active shock absorber adds a spring 5, which is located at one end of the mover assembly 11. The spring 5 abuts against part of the dust cover 2. One end of the spring 5 is connected to the cylinder 34, and the other end is connected to the mover assembly 11. The spring 5 can bear the load of the vehicle foundation and the original vibration buffering function, share the load pressure of the motor part 1 and the magnetorheological damping part 3, reduce the dynamic impact when the mover assembly 11 and the stator assembly 12 move relative to each other, reduce the frequency of continuous motor output, and further optimize the energy consumption performance of the whole machine. At the same time, the spring 5 and the dust cover 2 form an integrated structure of external protection and elastic support, which can limit the limit stroke of the shock absorber, avoid rigid collision between the mover assembly 11 and the stator assembly 12, and protect the core components such as the internal magnetorheological damping part 3 and the cooling assembly 4 from impact damage. This structure simplifies the layout of the external elastic structure of the vehicle suspension, and improves the axial buffering capacity and structural durability of the shock absorber while retaining the composite active damping, heat dissipation and dustproof performance, making it suitable for more complex driving conditions.

[0048] In this embodiment, the mover assembly 11 has a first mounting cavity, the stator assembly 12 has a second mounting cavity, a portion of the stator assembly 12 is located in the first mounting cavity, the second mounting cavity is connected to the first mounting cavity, the first mounting cavity and the first mounting cavity surround the mounting cavity, and a portion of the magnetorheological damping part 3 is located in the second mounting cavity.

[0049] In this embodiment of the low-energy hybrid active vibration damper, the mover assembly 11 is provided with a first mounting cavity, and the stator assembly 12 is provided with a second mounting cavity. A portion of the stator assembly 12 is nested within the first mounting cavity. The second mounting cavity is interconnected with the first mounting cavity and together they form an integrated mounting cavity. A portion of the magnetorheological damping part 3 is internally housed within the second mounting cavity. This nested cavity layout achieves coaxial integration of the motor part 1 and the magnetorheological damping part 3, significantly reducing the overall axial and radial space occupied by the vibration damper, making the overall structure more compact. The nested first and second mounting cavities can precisely limit the movement trajectory of the mover assembly 11 relative to the stator assembly 12, ensuring that the piston rod 32 and the mover assembly 11 always maintain coaxial movement, reducing the risk of radial friction and jamming during movement. Simultaneously, the integrated cavity layout facilitates heat dissipation of the stator assembly 12 by the cooling assembly 4, and, combined with the external protective support structure of the dust cover 2 and spring 5, effectively improves the operational stability of internal components, reduces overall energy consumption, and extends the service life of the vibration damper.

[0050] Furthermore, the stator assembly 12 includes: a stator housing assembly having a second mounting cavity, the outer side of the cylinder 34 being connected to the inner side of the stator housing assembly; a permanent magnet 126 located within the second mounting cavity, connected to the stator housing assembly, and spaced apart from the cylinder 34; and a stator core 124 located within the second mounting cavity, connected to the stator housing assembly, the outer side of the stator core 124 being connected to the permanent magnet 126, and abutting against the cylinder 34.

[0051] In this embodiment, the stator assembly 12 of the low-energy hybrid active vibration damper consists of a stator housing assembly, a permanent magnet 126, and a stator core 124. A second mounting cavity is formed inside the stator housing assembly. The outer side of the cylinder 34 is fixedly connected to the inner side of the stator housing assembly. Both the permanent magnet 126 and the stator core 124 are arranged inside the second mounting cavity. The permanent magnet 126 is fixed to the inner side of the stator housing assembly and spaced apart from the cylinder 34. The stator core 124 is fitted inside the stator housing and connected to the permanent magnet 126 on its outer side. The inner side of the stator core 124 is fitted and abuts against the cylinder 34. This split-integrated structure can precisely fix the mounting positions of the permanent magnet 126 and the stator core 124, ensuring a uniform and stable magnetic field distribution in the motor and improving the power output accuracy and efficiency of the rotor assembly 11 during operation. The stator core 124 is directly fitted to the cylinder 34, allowing for rapid heat conduction through the cylinder 34. Combined with the cooling assembly 4, this further optimizes the overall heat dissipation of the stator assembly 12, effectively reducing magnetothermal losses. The overall structure is precisely positioned and easy to assemble, which can reduce electromagnetic noise and running friction. Combined with the internal cavity layout and the external spring 5 dust cover 2 structure, it comprehensively improves the working efficiency and structural durability of the shock absorber.

[0052] Furthermore, the stator housing assembly includes: a fixed lower end cover 123, which is connected to one end of the stator core 124, and the inner side of the fixed lower end cover 123 abuts against the cylinder 34; a stator copper guide 122, which is sleeved on the outside of the fixed lower end cover 123, and is movably connected to the inner side of the mover assembly 11, with a portion of the stator copper guide 122 connected to the stator core 124; and a stator guide cylinder 125, one end of which is connected to the stator copper guide 124. 22 connection, the inner side of the stator guide cylinder 125 is connected to the permanent magnet 126, and the stator guide cylinder 125 is movably connected to the inner side of the mover assembly 11; fixed upper end cover 127 is fixed, and fixed lower end cover 123 and stator copper guide 122 are arranged at a distance, and fixed upper end cover 127 is connected to stator core 124 and permanent magnet 126 respectively; wherein, fixed upper end cover 127, stator guide cylinder 125, stator copper guide 122 and fixed lower end cover 123 form a second mounting cavity.

[0053] The stator housing assembly of the low-energy hybrid active vibration damper in this embodiment includes a fixed lower end cover 123, a stator copper guide 122, a stator guide cylinder 125, and a fixed upper end cover 127. The fixed lower end cover 123 is connected to the end of the stator core 124 and its inner side abuts against the cylinder 34. The stator copper guide 122 is sleeved on the outside of the fixed lower end cover 123 and movably engages with the inside of the mover assembly 11. One end of the stator guide cylinder 125 is connected to the stator copper guide 122 and a permanent magnet 126 is installed on its inner side. The fixed upper end cover 127, the fixed lower end cover 123, and the stator copper guide 122 are spaced apart and connect the stator core 124 and the permanent magnet 126. The fixed upper end cover 127, the stator guide cylinder 125, the stator copper guide 122, and the fixed lower end cover 123 together form a second mounting cavity. This modular splicing structure has high positioning accuracy and can form a full-circumferential limiting and fixing of the stator core 124 and the permanent magnet 126. The stator copper guide 122 and the stator guide cylinder 125 work together to radially guide the mover assembly 11, reducing motion jamming and friction loss. The layered assembly of each component facilitates the internal cavity forming and heat conduction. Combined with the cooling assembly 4, the heat dissipation capacity is enhanced, effectively improving the motor's operating stability, reducing energy consumption, and extending the overall service life of the vibration damper.

[0054] Specifically, the stator housing assembly also includes a limiting buffer block 121, which is located at one end of the cylinder 34. Part of the limiting buffer block 121 is connected to the stator copper guide 122 and the fixed lower end cover 123. The limiting buffer block 121 is sleeved on the piston rod 32.

[0055] In this embodiment, the stator housing assembly of the low-energy hybrid active vibration damper is equipped with a limiting buffer block 121. The limiting buffer block 121 is located at the end of the cylinder 34. Part of the limiting buffer block 121 is connected to both the stator copper guide 122 and the fixed lower end cover 123. The limiting buffer block 121 is entirely sleeved on the outside of the piston rod 32. This component is positioned and installed by relying on the stator housing assembly, and can flexibly limit the axial limit stroke of the piston rod 32, avoiding rigid impact between the mover assembly 11 and the fixed lower end cover 123 during reciprocating motion. The limiting buffer block 121 can effectively absorb the residual vibration energy under large impact conditions of the suspension, reduce the impact noise and structural stress generated by the collision of the mechanism, and protect core precision components such as the piston rod 32 and the stator core 124 from impact damage. Meanwhile, the limiting buffer block 121 is arranged to fit against the outer wall of the piston rod 32, which can help optimize the radial clearance, suppress the radial sway of the piston rod 32 during operation, reduce motion friction loss, and, together with the overall guide structure and heat dissipation structure, further improve the smoothness of the vibration damper operation and the structural durability, and reduce the failure rate of long-term use.

[0056] Furthermore, the mover assembly 11 includes: a mover housing assembly, the outer side of which is connected to the inner side of the cooling assembly 4, the mover housing assembly having a first mounting cavity, the inner side of which is movably connected to a portion of the stator copper guide 122 and the stator guide cylinder 125, the mover housing assembly having a winding cavity for accommodating the coil winding 116, the winding cavity being spaced apart from the first mounting cavity, and one end of the mover housing assembly being connected to the piston rod 32.

[0057] In this embodiment, the mover assembly 11 of the low-energy hybrid active vibration damper is equipped with a mover housing assembly. The outer side of the mover housing assembly is connected to the inner side of the cooling assembly 4. The mover housing assembly has a first mounting cavity and a winding cavity for accommodating the coil winding 116. The winding cavity and the first mounting cavity are arranged at intervals. The inner side of the mover housing assembly is movably engaged with part of the stator copper guide 122 and the stator guide cylinder 125. One end of the mover housing assembly is fixedly connected to the piston rod 32. This split cavity layout isolates the electromagnetic motion area from the winding mounting area, avoiding interference from the motion inside the first mounting cavity that affects the working stability of the coil winding 116. The mover housing assembly directly connects to the cooling assembly 4, which can provide close-fitting heat conduction and heat dissipation for the coil winding 116, effectively reducing the operating temperature rise of the motor. By relying on the inner sliding cooperation of the stator copper guide 122 and the stator guide cylinder 125, the movement trajectory of the mover housing assembly can be constrained, reducing radial offset and friction loss. In conjunction with the piston rod 32, power and damping displacement are transmitted, improving the accuracy of electromagnetic force output. The overall structure has high integration and good heat dissipation, effectively improving the dynamic response efficiency and long-term operating durability of the shock absorber.

[0058] Specifically, the mover housing assembly includes: a mover housing 114, which is connected to the coil winding 116, and the outer side of the mover guide cylinder 115 is connected to the inner side of the cooling assembly 4; a lower motor end cover 113, which is connected to one end of the mover housing 114 and to the piston rod 32; an upper motor end cover 117, which is connected to the other end of the mover housing 114; and a mover guide cylinder 115, which is located inside the mover housing 114 and its outer side is connected to the coil winding 116. The inner side of the mover guide cylinder 115 is movably connected to the stator guide cylinder 125 and the stator copper guide 122. The lower end cover 113 of the motor is connected to one end of the mover guide cylinder 115. The mover copper guide 118 is located inside the upper end cover 117 of the motor and is connected to the other end of the mover guide cylinder 115. The mover guide cylinder 115, the lower end cover 113 of the motor and the mover copper guide 118 form a first mounting cavity. The mover guide cylinder 115, the mover housing 114, the lower end cover 113 of the motor and the upper end cover 117 of the motor form a winding cavity.

[0059] In this embodiment, the mover housing assembly of the low-energy hybrid active vibration damper consists of a mover housing 114, a lower motor end cover 113, an upper motor end cover 117, a mover guide cylinder 115, and a mover copper guide 118. The mover guide cylinder 115 is located inside the mover housing 114 and connected to the coil winding 116 on its outer side. The inner side of the mover guide cylinder 115 is slidably engaged with the stator guide cylinder 125 and the stator copper guide 122. The lower motor end cover 113 connects the mover housing 114 and one end of the mover guide cylinder 115 and is connected to the piston rod 32. The upper motor end cover 117 is assembled on the other end of the mover housing 114, and the mover copper guide 118 is installed on its inner side and is connected to the mover guide cylinder 115. The mover guide cylinder 115, the lower motor end cover 113, and the mover copper guide 118 enclose each other to form a first mounting cavity. All components together form a winding cavity for housing the coil winding 116. This modular assembly structure is precisely positioned, with clearly defined double-layer cavity partitions, which can prevent mutual interference between the electromagnetic area and the motion area. The mover shell 114 is arranged in close contact with the cooling component 4, which can quickly dissipate the working heat of the coil winding 116. Combined with the multi-position guide structure, it restricts the radial displacement of the mover movement, reduces mechanical friction loss, improves the smoothness of power output and the convenience of structural assembly, and effectively extends the service life of the vibration damper.

[0060] In this embodiment, the mover housing assembly further includes: a connecting flange 111, which is connected to the lower end cover 113 of the motor, and is spaced apart from the mover housing 114. The connecting flange 111 and the lower end cover 113 of the motor are coaxially arranged, and the outer side of the connecting flange 111 abuts against the inner side of a portion of the cooling assembly 4.

[0061] In this embodiment, the mover housing assembly of the low-energy hybrid active vibration damper is equipped with a connecting flange 111. The connecting flange 111 is connected to the lower end cover 113 of the motor. The connecting flange 111 is spaced apart from the mover housing 114 and is coaxially arranged with the lower end cover 113 of the motor. The outer side of the connecting flange 111 abuts against the inner side of part of the cooling assembly 4. The connecting flange 111, together with the mover housing 114, the lower end cover 113 of the motor, the upper end cover 117 of the motor, the mover guide cylinder 115, and the mover copper guide 118, form an integral modular structure. The mover guide cylinder 115 encloses to form a first mounting cavity, and all components enclose to form a winding cavity for housing the coil winding 116. The coaxially arranged connecting flange 111 ensures the overall coaxiality of the mover assembly, effectively suppresses radial runout of the mover assembly 11 during operation, reduces frictional loss of the guide structure, and the cooling assembly 4 is attached to the outside of the connecting flange 111, which increases the heat dissipation contact area, helps to conduct the heat accumulated at the lower end cover 113 of the motor, optimizes the overall heat dissipation efficiency, and can also serve as an external docking installation benchmark, improving the ease of assembly and installation positioning accuracy of the vibration damper, and further enhancing the overall operational stability and structural reliability of the machine.

[0062] In this embodiment, the mover housing assembly further includes a control valve 112, which is located in the mounting hole on the lower end cover 113 of the motor. The control valve 112 is used to control the connection between the first mounting cavity and the outside air.

[0063] In this embodiment, the mover housing assembly of the low-energy hybrid active vibration damper is equipped with a control valve 112. The control valve 112 is installed inside the mounting hole of the lower end cover 113 of the motor, and is used to connect or isolate the first mounting cavity from the outside air. The control valve 112, together with the mover housing 114, the lower end cover 113 of the motor, the upper end cover 117 of the motor, the mover guide cylinder 115, and the mover copper guide 118, forms a complete mover cavity structure. It can adjust the air pressure inside the first mounting cavity in real time, balance the air pressure difference generated in the cavity during the reciprocating motion of the mover assembly 11, avoid the formation of air resistance due to negative or positive pressure in the cavity, and reduce the sluggish resistance and energy loss during the movement of the mover assembly 11. At the same time, the control valve 112 can work with the heat dissipation structure of the connecting flange 111 and the cooling assembly 4 to promptly discharge the air that has expanded due to heat in the cavity, help remove the internal heat, prevent the sealing structure from failing due to excessive internal pressure, effectively improve the motion response speed and smoothness of the mover assembly 11, reduce the overall working energy consumption, and enhance the sealing performance and stability of the vibration damper during long-term operation.

[0064] In this embodiment, as Figures 2-5As shown, the cooling assembly 4 includes: a cooling housing having a cooling cavity 40, the cooling housing being connected to the moving part housing assembly, the cooling housing having a receiving cavity, the receiving cavity being spaced apart from the cooling cavity 40; and a cooling support assembly located within the receiving cavity, a portion of the cooling support assembly being connected to the cooling housing, the cooling support assembly and the cooling housing forming a cooling channel for the flow of a cooling medium, the cooling channel having a first connection port 441 and a second connection port 451, and the cooling channel communicating with the receiving cavity.

[0065] The cooling assembly 4 of the low-energy hybrid active vibration damper in this embodiment includes a cooling shell and a cooling support assembly. The cooling shell contains a cooling cavity 40 and a receiving cavity, which are spaced apart. The cooling shell is fixedly connected to the mover shell assembly. The cooling support assembly is installed inside the receiving cavity, and part of the cooling support assembly is connected to the cooling shell. Together, they form a cooling channel for the flow of the cooling medium. The cooling channel has a first connection port 441 and a second connection port 451, and is interconnected with the receiving cavity. This split-chamber layout allows the cooling medium to circulate within the cooling channel, forming a full-area enveloping heat dissipation zone around the stator assembly 12 and the mover assembly 11, efficiently removing the heat generated by the coil winding 116 and the stator core 124. The dual-port layout facilitates external refrigerant piping for circulating heat exchange, and the spaced-out chamber structure prevents refrigerant leakage into the electromagnetic motion area. This enhances the overall heat dissipation capacity, suppresses motor thermal demagnetization and insulation aging, ensures the safe operation of the internal structure, effectively reduces the vibration damper's energy consumption, and improves the overall durability and operational stability.

[0066] Specifically, the cooling housing includes an outer plate 41 and an inner plate 43, which together form a cavity. The cooling support assembly consists of a central partition plate 42, inner radial plates 44, and outer radial plates 45. The inner radial plates 44 are located between the inner plate 43 and the central partition plate 42, and the outer radial plates 45 are located between the outer plate 41 and the central partition plate 42. Multiple inner radial plates 44 are spaced apart along the axial direction of the central partition plate 42. The outer radial plates 45... It includes multiple outer radial plates 45 spaced apart along the axis of the middle partition plate 42. One end of one of the multiple inner radial plates 44 has a first connecting port 441. One end of one of the multiple outer radial plates 45 has a second connecting port 451. The inner radial plates 44 and the outer radial plates 45 have the same structure and both have notches. The notches of two adjacent inner radial plates 44 are staggered, and the notches of two adjacent outer radial plates 45 are staggered.

[0067] In one aspect of this application, a vehicle is provided, including a low-energy hybrid active damper and a vehicle, wherein the low-energy hybrid active damper and the vehicle are as described above.

[0068] Applying the technical solution of this invention, the vehicle is equipped with the aforementioned low-energy hybrid active shock absorber. The entire vehicle relies on the motor section 1, magnetorheological damping section 3, cooling assembly 4, dust cover 2, spring 5, and other internal components built into the shock absorber to form an integrated chassis vibration damping configuration. The vehicle utilizes a composite force output structure integrating the mover assembly 11 and stator assembly 12, combined with a circulating heat dissipation channel formed by the cooling chamber 40, and achieves continuous thermal management using the first connection port 441 and the second connection port 451. Combined with the sealing protection of the dust cover 2 and the elastic support of the spring 5, the vehicle can adjust the superimposed force formed by the variable damping force and the active driving force in real time according to different road conditions. Compared to vehicles with traditional suspension configurations, this vehicle can balance ride comfort and handling stability, effectively suppressing body vibration. It reduces the risk of motor thermal failure through the shock absorber's efficient heat dissipation structure, and reduces wear on internal components through a sealed guiding structure, significantly reducing overall vehicle energy consumption and subsequent maintenance costs, and improving all-road driving adaptability, ride comfort, and overall chassis durability and reliability.

[0069] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0070] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0071] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0072] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A low-energy-consumption hybrid active vibration damper, characterized in that, include: The motor unit (1) has a mounting cavity and is used to generate active driving force; A magnetorheological damping section (3) is partially located within the mounting cavity. The cylinder (34) of the magnetorheological damping section (3) is connected to the stator assembly (12) of the motor section (1). The piston rod (32) of the magnetorheological damping section (3) is connected to the mover assembly (11) of the motor section (1). The cylinder (34) and the mover assembly (11) are arranged at a distance from each other. The piston rod (32) and the mover assembly (11) are coaxially arranged. The magnetorheological damping section (3) is used to generate a variable damping force and control the piston rod (32) so that the mover assembly (11) can move relative to the stator assembly (12). The mover assembly (11) has an initial position and at least one working position. During vehicle operation, by controlling the magnetorheological damping unit (3), the mover assembly (11) can be positioned in any working position to change the superimposed force output along the axial direction of the mover assembly (11) by the variable damping force and the active driving force. The superimposed force is used to suppress the vibration of the vehicle suspension system. The moving part (11) has a first mounting cavity, the stator part (12) has a second mounting cavity, a portion of the stator part (12) is located in the first mounting cavity, the second mounting cavity is connected to the first mounting cavity, the first mounting cavity and the first mounting cavity surround the mounting cavity, and a portion of the magnetorheological damping part (3) is located in the second mounting cavity; The stator assembly (12) includes: A stator housing assembly having a second mounting cavity, wherein the outer side of the cylinder (34) is connected to the inner side of the stator housing assembly; A permanent magnet (126) is located in the second mounting cavity. The permanent magnet (126) is connected to the stator housing assembly. The permanent magnet (126) is spaced apart from the cylinder (34). The stator core (124) is located in the second mounting cavity. The stator core (124) is connected to the stator housing assembly. The outside of the stator core (124) is connected to the permanent magnet (126). The stator core (124) abuts against the cylinder (34). The stator housing assembly includes: A fixed lower end cover (123) is provided, which is connected to one end of the stator core (124), and the inner side of the fixed lower end cover (123) abuts against the cylinder (34). Stator copper guide (122), the stator copper guide (122) is sleeved on the outside of the fixed lower end cover (123), the stator copper guide (122) is movably connected to the inside of the mover assembly (11), and part of the stator copper guide (122) is connected to the stator core (124). Stator guide cylinder (125), one end of which is connected to the stator copper guide (122), the inner side of which is connected to the permanent magnet (126), and the stator guide cylinder (125) is movably connected to the inner side of the mover assembly (11). A fixed upper end cover (127) is provided at a distance from the fixed lower end cover (123) and the stator copper guide (122). The fixed upper end cover (127) is connected to the stator core (124) and the permanent magnet (126) respectively. The fixed upper end cover (127), the stator guide cylinder (125), the stator copper guide (122), and the fixed lower end cover (123) form the second mounting cavity.

2. The low-energy hybrid active vibration damper according to claim 1, characterized in that, The low-energy hybrid active vibration damper also includes: The cooling assembly (4) has a cooling cavity (40), at least a portion of the stator assembly (12) is located in the cooling cavity (40), the cooling assembly (4) is spaced apart from the magnetorheological damping part (3), the cooling assembly (4) is connected to the mover assembly (11), and the cooling assembly (4) is used to perform heat dissipation operation on the mover assembly (11).

3. The low-energy hybrid active vibration damper according to claim 2, characterized in that, The low-energy hybrid active vibration damper also includes: Dust cover (2), the dust cover (2) is located at one end of the mover assembly (11), the dust cover (2) has a dust cavity, part of the stator assembly (12) and part of the magnetorheological damping part (3) are located in the dust cavity, the dust cover (2) abuts against part of the stator assembly (12), one end of the dust cover (2) is connected to the cylinder (34), and the other end of the dust cover (2) is connected to the mover assembly (11).

4. The low-energy hybrid active vibration damper according to claim 3, characterized in that, The low-energy hybrid active vibration damper also includes: Spring (5), the spring (5) is located at one end of the mover assembly (11), the spring (5) abuts against part of the dust cover (2), one end of the spring (5) is connected to the cylinder (34), and the other end of the spring (5) is connected to the mover assembly (11).

5. The low-energy hybrid active vibration damper according to claim 4, characterized in that, The stator housing assembly further includes: Limiting buffer block (121), the limiting buffer block (121) is located at one end of the cylinder (34), part of the limiting buffer block (121) is connected to the stator copper guide (122) and the fixed lower end cover (123), and the limiting buffer block (121) is sleeved on the piston rod (32).

6. The low-energy hybrid active vibration damper according to claim 4, characterized in that, The moving part assembly (11) includes: The mover housing assembly has its outer side connected to the inner side of the cooling assembly (4), the mover housing assembly having the first mounting cavity, the inner side of the mover housing assembly being movably connected to a portion of the stator copper guide (122) and the stator guide cylinder (125), the mover housing assembly having a winding cavity for accommodating the coil winding (116), the winding cavity being spaced apart from the first mounting cavity, and one end of the mover housing assembly being connected to the piston rod (32).

7. The low-energy hybrid active vibration damper according to claim 6, characterized in that, The moving part housing assembly includes: The moving part housing (114) is connected to the coil winding (116), and the outer side of the moving part housing (114) is connected to the inner side of the cooling assembly (4). The lower end cover (113) of the motor is connected to one end of the moving part housing (114) and the lower end cover (113) of the motor is connected to the piston rod (32); The upper end cover (117) of the motor is connected to the other end of the moving part housing (114); The mover guide cylinder (115) is located inside the mover housing (114). The outer side of the mover guide cylinder (115) is connected to the coil winding (116). The inner side of the mover guide cylinder (115) is movably connected to the stator guide cylinder (125) and the stator copper guide (122). The lower end cover (113) of the motor is connected to one end of the mover guide cylinder (115). A moving part copper guide (118) is located inside the upper end cover (117) of the motor, and the moving part copper guide (118) is connected to the other end of the moving part guide cylinder (115). The mover guide cylinder (115), the lower end cover of the motor (113), and the mover copper guide (118) are arranged to form the first mounting cavity, and the mover guide cylinder (115), the mover housing (114), the lower end cover of the motor (113), and the upper end cover of the motor (117) are arranged to form the winding cavity.

8. The low-energy hybrid active vibration damper according to claim 7, characterized in that, The moving part housing assembly also includes: A connecting flange (111) is connected to the lower end cover (113) of the motor. The connecting flange (111) is spaced apart from the actuator housing (114). The connecting flange (111) and the lower end cover (113) of the motor are coaxially arranged. The outer side of the connecting flange (111) abuts against the inner side of a portion of the cooling assembly (4).

9. The low-energy hybrid active vibration damper according to claim 8, characterized in that, The moving part housing assembly also includes: The control valve (112) is located in the mounting hole on the lower end cover (113) of the motor. The control valve (112) is used to control the connection between the first mounting cavity and the outside air.

10. The low-energy hybrid active vibration damper according to claim 9, characterized in that, The cooling assembly (4) includes: A cooling housing having the cooling cavity (40), the cooling housing being connected to the moving part housing assembly, the cooling housing having a receiving cavity, the receiving cavity being spaced apart from the cooling cavity (40); A cooling support assembly is located within the receiving cavity. A portion of the cooling support assembly is connected to the cooling housing. The cooling support assembly and the cooling housing form a cooling channel for the flow of a cooling medium. The cooling channel has a first connection port (441) and a second connection port (451). The cooling channel communicates with the receiving cavity.

11. A vehicle comprising a low-energy hybrid active damper, characterized in that, The low-energy hybrid active vibration damper is the low-energy hybrid active vibration damper as described in any one of claims 1-10.

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