Electromagnetic shock absorber for vehicle suspension and vehicle suspension

Abstract

The application relates to the technical field of vehicle suspensions, in particular to an electromagnetic damping device for a vehicle suspension and a vehicle suspension. The technical scheme comprises a sealing compensation mechanism, an auxiliary mechanism and a subsidence collection mechanism; in the sealing compensation mechanism, a bimetallic expansion ring made of aluminum alloy and invar alloy utilizes the difference of about 20 times of the thermal expansion coefficient to convert the Joule heat of an electromagnetic coil into axial elongation displacement, drives a wedge-shaped blade floating slip ring to axially slide along a piston rod, makes a conical inner hole radially shrink, and realizes that the sealing specific pressure autonomously increases with the temperature rise; a spiral through pipe provides a pressure relief channel for the back of the expansion ring to release the hydraulic lock, and a micro permanent magnet screw plug utilizes the vortex centrifugal force to capture iron powder particles and realizes self-cleaning by means of oil flow shearing. In the subsidence collection mechanism, a backflow spiral channel utilizes the pressure difference generated by the reciprocating motion of the piston to drive the bottom oil to be forced to circulate. The application realizes the synergistic gain of high-temperature self-tightening, particle self-cleaning and attitude self-adjustment.

Description

Technical Field

[0001] This invention relates to the field of vehicle suspension technology, and more particularly to an electromagnetic damping device for vehicle suspension and a vehicle suspension system. Background Technology

[0002] Magnetorheological fluid electromagnetic shock absorbers have been gradually applied to the suspension systems of high-end passenger cars and commercial vehicles due to their advantages such as fast response speed, continuously adjustable damping force, and low energy consumption. With the continuous improvement of the intelligence level of vehicle chassis, higher requirements are placed on the reliability and durability of shock absorbers under complex working conditions such as wide temperature range, high frequency, and large impact. At the same time, the suspension system also faces the need for a deep synergy between handling stability and ride comfort.

[0003] Existing magnetorheological fluid electromagnetic dampers typically employ a single-cylinder structure. A piston rod drives a piston to reciprocate within a working cylinder filled with magnetorheological fluid. Excitation by an electromagnetic coil alters the arrangement of ferromagnetic particles within the magnetorheological fluid channel, thereby adjusting the damping force. To accommodate the volume changes caused by the piston rod's movement in and out of the working cylinder, a floating piston and a high-pressure gas chamber are located at the bottom of the cylinder. For sealing, the piston rod outlet typically uses a combination of a rubber oil seal and a guide bushing, relying on the interference fit between the oil seal lip and the piston rod's outer wall to achieve a dynamic seal. The problem of magnetorheological fluid particle settling is mainly mitigated by manual stirring after long-term settling or by natural shaking during vehicle operation. Some solutions passively collect settled particles by installing a sludge collection tank or magnetic plug at the bottom, but this does not change the overall flow pattern of the fluid.

[0004] However, in the existing structure, the Joule heat generated by the electromagnetic coil during prolonged operation is conducted upwards to the guide base area via the magnetorheological fluid, causing a significant increase in temperature in this area. The rubber oil seal undergoes thermal relaxation at high temperatures, resulting in a significant decrease in the sealing pressure and causing the magnetorheological fluid to leak outwards from the gap between the piston rod and the sealing lip. Simultaneously, the ferromagnetic particles suspended in the magnetorheological fluid are much harder than the rubber material, and these particles continuously abrade the sealing lip as the piston rod reciprocates, further accelerating seal failure. Once the seal fails, the loss of magnetorheological fluid not only leads to a decrease or even loss of damping force, but the leaked liquid may also contaminate the brake disc surface, creating a braking safety hazard. At high temperatures, the viscosity of the magnetorheological fluid decreases, internal leakage intensifies, and the caking and blockage of bottom-sedimented particles combined with top seal leakage accelerates the deterioration of the shock absorber's performance. Summary of the Invention

[0005] The purpose of this invention is to address the problems existing in the background art by proposing an electromagnetic damping device for vehicle suspension and a vehicle suspension.

[0006] In a first aspect, this application provides an electromagnetic damping device for vehicle suspension, including a vehicle suspension body and a brake mounted on the vehicle body, and further comprising: The suspension device includes a top wheel swing arm that is connected to the top of both sides of the vehicle suspension body and a bottom wheel swing arm that is connected to the bottom of both sides of the vehicle suspension body. The two sides of the vehicle suspension body are connected to brakes via the bottom wheel swing arm and the top wheel swing arm. The shock absorption device also includes a sealing compensation mechanism that is provided between the bottom wheel swing arm and the top of the vehicle suspension body. The sealing compensation mechanism includes a first adapter connected to one side of the outer wall of the bottom wheel swing arm and a second adapter connected to the top of the vehicle suspension body. A shock absorber cylinder is installed on the outer wall of the second adapter near the first adapter, and a connecting plate is installed on the outer wall of the first adapter near the second adapter. A guide base and a sealing base are respectively installed at the top and bottom of the shock absorber cylinder. A graphite composite back support ring is installed at the bottom of the guide base. A metal spiral open expansion ring is installed between the outer side of the middle of the guide base and the shock absorber cylinder. An inner metal expansion ring is provided between the metal spiral open expansion ring and the guide base. A wedge-shaped blade floating slip ring is installed inside the guide base above the metal spiral open expansion ring. An auxiliary mechanism is also provided on the top of the shock absorber cylinder outside the guide base. The auxiliary mechanism includes a spiral pipe located on the top of the shock-absorbing cylinder, and a miniature permanent magnet plug is also installed on the top of the shock-absorbing cylinder at the opening of the spiral pipe.

[0007] Optionally, an external threaded sleeve is installed on the outer wall of the shock absorber cylinder, and a threaded cover is engaged on the outer wall of the external threaded sleeve, with a buffer spring provided between the threaded cover and the connecting plate.

[0008] Optionally, the metal spiral open expansion ring is made of aluminum alloy, and the surface of the metal spiral open expansion ring is provided with a hard anodized layer. The inner metal expansion ring is made of Invar alloy, and both the metal spiral open expansion ring and the inner metal expansion ring are provided with micro-serrated grooves.

[0009] Optionally, a piston component is slidably disposed on the inner wall of the shock-absorbing cylinder, and a piston rod is disposed in the middle of the piston component, an electromagnetic coil is disposed in the middle of the piston component, and a magnetic fluid channel is opened on the inner outer wall of the piston component.

[0010] Optionally, the shock absorption device may also include a settling collection mechanism disposed inside the sealed base; The sedimentation collection mechanism includes a reflux spiral channel inside the sealed base, with both the outlet and inlet of the reflux spiral channel facing the inside of the shock-absorbing cylinder, and conical baffles installed at both ends of the reflux spiral channel.

[0011] Optionally, the large openings of both conical baffles face the end of the reflux spiral channel, and the small openings face the middle of the reflux spiral channel.

[0012] In a second aspect, the present invention provides a vehicle suspension, including the electromagnetic damping device for vehicle suspension described in the first aspect, and further including a wheel-shaped body adjustment mechanism disposed in the middle of the vehicle suspension body: The wheel-shaped adjustment mechanism includes a motor installed in the middle of the vehicle suspension body, and a worm gear installed at the output end of the motor. A rotating shaft is rotatably mounted on the top of the vehicle suspension body, and a worm wheel is installed in the middle of the rotating shaft. The worm gear meshes with the worm wheel. Both of the top wheel swing arms are threadedly connected to threaded shafts. One end of the threaded shaft is mounted on the top of the brake through a universal joint, and the other end is mounted with a sliding sleeve. A guide rod is slidably mounted inside the sliding sleeve, and the two guide rods are mounted on both ends of the rotating shaft through universal joints.

[0013] Optionally, a universal connector two is installed at the end of the bottom wheel swing arm, and the universal connector two is rotatably mounted at the bottom of the brake.

[0014] Optionally, a limiting plate is installed on the outer wall of the guide rod, and the limiting plate is slidably disposed inside the sliding sleeve, so that the sliding sleeve is slidably disposed on the outer wall of the guide rod and rotates with the guide rod.

[0015] Optionally, the outer wall of the sliding sleeve is slidably disposed inside the top wheel swing arm, and the threads on the outer walls of the two threaded shafts are arranged in the same direction, so that the two threaded shafts are adjusted in one direction after being driven.

[0016] In summary, this application includes at least one of the following beneficial technical effects: In the sealing compensation mechanism of this invention, the metal spiral open expansion ring and the inner metal expansion ring constitute a bimetallic thermally sensitive actuator. Utilizing the approximately 20-fold difference in the coefficient of thermal expansion between aluminum alloy and Invar alloy, the Joule heat generated by the electromagnetic coil is converted into axial elongation displacement, driving the wedge-shaped blade floating slip ring to slide axially along the piston rod and causing the inner hole of the conical surface to contract radially, achieving positive feedback self-tightening where the sealing specific pressure increases autonomously with temperature rise. At the same time, the spiral tube provides a low-damping pressure relief channel for the back cavity of the expansion ring to release the hydraulic lock. The miniature permanent magnet plug uses the vortex centrifugal force field to throw iron powder particles to the outer wall side for magnetic capture. When the adsorption layer is too thick, the shear stress in the spiral tube automatically flushes and peels off the surface iron powder to achieve self-cleaning. The purified oil is reinjected into the sealing interface through the conical gap to form a boundary lubrication film. Thus, multiple synergies are achieved: heat-driven self-tightening, flow-driven circulation purification, and shear-driven self-cleaning and regeneration.

[0017] Furthermore, in the sedimentation collection mechanism, the reflux spiral channel utilizes the periodic pressure difference generated by the reciprocating motion of the piston to drive the bottom magnetorheological fluid to form a forced convection circulation. The Taylor vortex flow field generated by the spiral path redisperse and suspends the sedimented particles that have hardened at the bottom. The Venturi structure formed by the conical baffles at both ends creates a negative pressure suction at the inlet end to draw dead corner particles into the flow channel, and gradually expands and reduces pressure at the outlet end to avoid cavitation erosion. Moreover, the circulating flow of the reflux spiral channel and the magnetic capture of the top micro permanent magnet plug form a complete closed loop for particle management. The oil with high concentration of particles at the bottom rises and is purified after being magnetically captured. The purified low concentration oil flows down to replenish the bottom. With the accumulation of the number of cycles, the particle concentration in the entire cylinder tends to be evenly distributed, which fundamentally inhibits the long-term accumulation and hardening of the sealing base area.

[0018] Finally, a single motor drives a worm gear and worm wheel to rotate a rotating shaft. The two ends of the rotating shaft are driven synchronously by universal joints to rotate guide rods. The guide rods are driven synchronously by a limiting plate to rotate a sliding sleeve. The sliding sleeve drives a threaded shaft to rotate inside the top wheel swing arm and generates axial displacement through the threaded engagement. Finally, a universal joint pushes the top of the brake to generate lateral displacement, achieving synchronous and continuous adjustment of the camber angle of both wheels. The axial sliding of the limiting plate in the guide groove of the sliding sleeve completely decouples the attitude adjustment torque transmission path from the vertical jump path of the suspension, preventing them from interfering with each other. The reverse self-locking characteristic of the worm gear pair ensures that the position is maintained after power failure without continuous power consumption. Attached Figure Description

[0019] Figure 1 A schematic diagram of the overall structure of an electromagnetic damping device for vehicle suspension according to the present invention is provided. Figure 2 A schematic diagram of the external threaded sleeve structure of an electromagnetic damping device for vehicle suspension; Figure 3 A schematic diagram of the internal structure of the damping cylinder of an electromagnetic damping device for vehicle suspension. Figure 4 A schematic diagram of the internal structure of a piston component in an electromagnetic damping device for vehicle suspension; Figure 5 for Figure 4 Schematic diagram of the structure at point A in the middle; Figure 6 A schematic diagram of the internal structure of a sealed base for an electromagnetic damping device for vehicle suspension. Figure 7 This is a schematic diagram of the main structure of a vehicle suspension system. Figure 8 This is a schematic diagram of a universal joint structure for a vehicle suspension. Figure 9 for Figure 8 Schematic diagram of the structure at point B; Figure 10This is a schematic diagram of the internal structure of a sliding sleeve in a vehicle suspension.

[0020] Reference numerals in the attached diagram: 1. Vehicle suspension body; 2. Bottom wheel control arm; 3. Brake; 4. Top wheel control arm; 5. Adapter 1; 6. Adapter 2; 7. Connecting plate; 8. External threaded sleeve; 9. Threaded cover; 10. Buffer spring; 11. Shock absorber cylinder; 12. Piston rod; 13. Piston component; 14. Magnetorheological fluid channel; 15. Electromagnetic coil; 16. Miniature permanent magnet plug; 17. Spiral through-tube; 18. Guide base; 19. Graphite composite back support ring; 20. Metal spiral open expansion ring; 21. Inner metal expansion ring; 22. Wedge-shaped blade floating slip ring; 23. Sealing base; 24. Return spiral channel; 25. Conical baffle; 26. Motor; 27. Worm; 28. Worm wheel; 29. ​​Rotating shaft; 30. Universal joint; 31. Guide rod; 32. Limiting plate; 33. Sliding sleeve; 34. Threaded shaft; 35. Universal connector one; 36. Universal connector two. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] like Figure 1 - Figure 5 As shown, the present invention proposes an electromagnetic damping device for vehicle suspension, including a vehicle suspension body 1 installed on the vehicle body, a brake 3, a sealing compensation mechanism disposed on the bottom wheel swing arm 2 and the top of the vehicle suspension body 1, and an auxiliary mechanism disposed on the top of the damping cylinder 11 outside the guide base 18; a top wheel swing arm 4 disposed on the top of both sides of the vehicle suspension body 1 and a bottom wheel swing arm 2 disposed on the bottom of both sides of the vehicle suspension body 1, and the brake 3 is connected to both sides of the vehicle suspension body 1 through the bottom wheel swing arm 2 and the top wheel swing arm 4; The sealing compensation mechanism includes a first adapter 5 connected to one side of the outer wall of the bottom wheel swing arm 2 and a second adapter 6 connected to the top of the vehicle suspension body 1. A shock absorber cylinder 11 is installed on the outer wall of the second adapter 6 near the first adapter 5, and a connecting plate 7 is installed on the outer wall of the first adapter 5 near the second adapter 6. A guide base 18 and a sealing base 23 are installed at the top and bottom of the shock absorber cylinder 11, respectively. A graphite composite back support ring 19 is installed at the bottom of the guide base 18. A metal spiral open expansion ring 20 is installed between the outer side of the middle part of the guide base 18 and the shock absorber cylinder 11. An inner metal expansion ring 21 is provided between the metal spiral open expansion ring 20 and the guide base 18. A wedge-shaped blade floating slip ring 22 is installed inside the guide base 18 above the metal spiral open expansion ring 20. An auxiliary mechanism is also provided on the top of the shock absorber cylinder 11 outside the guide base 18. In this embodiment, the damping cylinder 11 has a single-rod structure, with one end of the piston rod 12 extending outside the damping cylinder 11 and the other end fixed to the piston member 13. Since the piston rod 12 only extends from one end of the damping cylinder 11, its reciprocating motion causes periodic changes in the cylinder's internal volume. When the piston rod 12 is pushed into the cylinder, its volume increases, reducing the effective volume of the magnetorheological fluid. Conversely, when the piston rod 12 is withdrawn from the cylinder, the effective volume increases. To compensate for this volume change, the damping cylinder 11 also includes a floating piston and a gas compensation chamber. The floating piston is slidably positioned below the sealing base 23, dividing the inner cavity of the damping cylinder 11 into a magnetorheological fluid working chamber and a high-pressure gas chamber. The high-pressure gas chamber is pre-filled with high-pressure nitrogen. When the piston rod 12 is pushed into the damping cylinder 11, the volume of the magnetorheological fluid working chamber decreases and the pressure increases. The floating piston moves downward under pressure and compresses the gas chamber, absorbing excess oil volume. When the piston rod 12 is withdrawn, the high-pressure gas in the gas chamber expands, pushing the floating piston upward and replenishing the stored oil to the working chamber. The structure and principle of this floating piston and gas compensation chamber are consistent with existing monotube shock absorbers and will not be described in detail here.

[0023] In this embodiment, the auxiliary mechanism includes a spiral tube 17 opened on the top of the shock-absorbing cylinder 11, and a miniature permanent magnet plug 16 is also installed on the top of the shock-absorbing cylinder 11 at the opening of the spiral tube 17. In this embodiment, an external threaded sleeve 8 is installed on the outer wall of the shock-absorbing cylinder 11, and a threaded cover 9 is engaged on the outer wall of the external threaded sleeve 8. A buffer spring 10 is provided between the threaded cover 9 and the connecting plate 7. The metal spiral open expansion ring 20 is made of aluminum alloy, and a hard anodized layer is provided on the surface of the metal spiral open expansion ring 20. The inner metal expansion ring 21 is made of Invar alloy, and micro-serrated grooves are opened inside both the metal spiral open expansion ring 20 and the inner metal expansion ring 21. A piston 13 is slidably arranged on the inner wall of the shock-absorbing cylinder 11, and a piston rod 12 is provided in the middle of the piston 13. An electromagnetic coil 15 is provided in the middle of the piston 13, and a magnetic fluid channel 14 is opened on the inner outer wall of the piston 13. The sealing compensation mechanism and auxiliary mechanism are described in detail below: In this embodiment, during vehicle operation, road surface excitation causes the wheels to bounce up and down. This bouncing is transmitted to the first adapter 5 via the bottom wheel swing arm 2 and the top wheel swing arm 4. The first adapter 5 generates a relative displacement in the axial direction with respect to the second adapter 6. This displacement drives the piston rod 12 inside the shock absorber cylinder 11 to perform axial reciprocating motion. The piston rod 12 drives the piston 13 to slide back and forth in the inner cavity of the shock absorber cylinder 11, squeezing the magnetorheological fluid to flow at high speed through the magnetorheological fluid channel 14 between the outer wall of the piston 13 and the inner wall of the shock absorber cylinder 11. When the electromagnetic coil 15 is energized, a strong magnetic field perpendicular to the flow direction is formed in the region of the magnetorheological fluid channel 14. The carbonyl ferromagnetic particles in the magnetorheological fluid are arranged in a chain-like structure along the direction of the magnetic field lines, which causes the shear yield stress of the magnetorheological fluid to increase sharply. The resistance flowing through the magnetorheological fluid channel 14 increases accordingly, thereby generating a controllable damping force and realizing real-time adjustment of the suspension damping.

[0024] During this process, the electromagnetic coil 15 continuously generates a large amount of Joule heat due to the resistive heating effect. Part of this heat is conducted to the flowing magnetorheological fluid through the piston 13, and the other part is transferred upward to the guide base 18 region through the convective heat transfer of the magnetorheological fluid. As the continuous working time increases, the temperature of the guide base 18 region gradually rises from the ambient temperature to the working temperature range of 80℃~120℃. The metal spiral open expansion ring 20 and the inner metal expansion ring 21 together constitute a bimetallic thermal actuator. The metal spiral open expansion ring 20 is made of aluminum alloy with a thermal expansion coefficient of α≈23.6×10-6 / ℃, and its outer surface is hard anodized to form a 40μm~50μm thick alumina ceramic layer with a hardness of HV400~500; the inner metal expansion ring 21 is made of Invar alloy with a thermal expansion coefficient of α≈1.2×10-6 / ℃. The two are metallurgically bonded by laser deep penetration welding during the manufacturing stage to form a composite cross section that is halved along the radial direction. Since the coefficient of thermal expansion of aluminum alloy is approximately 20 times that of Invar alloy, and the metal spiral open expansion ring 20 is an open spiral band structure with a helix angle α along the circumferential direction in its free state (α ranges from 3 to 8 degrees), its axial width is 8 mm, its radial thickness is 1.2 mm, and its upper and lower end faces form an axial misalignment in its natural state. When the expansion ring is axially compressed into the annular groove of the guide base 18, the upper and lower sidewalls of the annular groove flatten the spiral shape and store axial elastic potential energy inside. When the temperature rises and the differential expansion between the outer aluminum alloy and the inner Invar alloy generates tangential bending stress, the two ends of the C-shaped opening are screwed in relative to each other along the circumferential direction. Since the expansion ring itself has a helix angle α, the spiral inclined surface guides the circumferential screwing motion into axial displacement, which is manifested as axial extension of the end face of the expansion ring under the axial constraint of the sidewall of the annular groove. That is, for every certain arc length of relative screwing in in the circumferential direction, the end face produces a corresponding axial extension displacement.

[0025] The overall configuration of the metal spiral open expansion ring 20 is an open C-shaped spiral structure with a Z-shaped staggered overlapping opening. Here, "spiral" refers to the open spiral band shape of the expansion ring in its free state, with a helix angle α and a natural height difference between its two ends in the axial direction. When the temperature rises, the differential expansion of the outer aluminum alloy and the inner Invar alloy generates tangential bending stress, causing the two ends of the C-shaped opening to spiral into each other circumferentially. Due to the helix angle α of the expansion ring itself, the circumferential spiraling motion is decomposed into circumferential and axial components along the spiral inclined plane. The axial constraint of the annular groove sidewall on the end face of the expansion ring restricts the circumferential component, allowing only the axial component to output. That is, for each relative spiraling in by a certain arc length, the end face of the expansion ring produces a corresponding axial extension displacement. This axial extension is approximately 0.3mm to 0.5mm within the temperature rise range of 80℃ to 120℃, showing an approximately linear relationship with the temperature rise amplitude.

[0026] The axial elongation displacement acts directly on the adjacent wedge-shaped floating slip ring 22. The wedge-shaped floating slip ring 22 is injection molded from a composite material of polyetheretherketone (PEEK) reinforced with 30% glass fiber. Its inner bore is machined with a tapered guide angle of 5–10 degrees, and the small end of the tapered surface maintains an initial gap of approximately 0.02 mm with the outer wall of the piston rod 12 at a cold state of 20°C. The wedge-shaped floating slip ring 22 has a through axial opening along its circumference, giving it elastic contraction capability in the radial direction. A conical mating structure is provided between the outer peripheral wall of the wedge-shaped floating slip ring 22 and the inner wall of the guide base 18. When the metal spiral open expansion ring 20 extends axially and pushes the wedge-shaped floating slip ring 22 downward, the slip ring slides downward along the piston rod 12. The outer peripheral conical surface is subjected to the radial component force of the fixed conical surface of the guide base 18, forcing the open end of the slip ring to close in the circumferential direction. The inner diameter elastically contracts, gradually reducing the initial sealing gap of 0.02mm to 0.005mm to 0.008mm. This reduction in gap directly causes the sealing specific pressure to rise from about 0.2MPa in the cold state to about 0.8MPa to 1.2MPa in the hot state, realizing a positive feedback self-tightening mechanism in which the sealing force increases autonomously with the increase of temperature. The greater the heat generated by the electromagnetic coil 15 and the higher the oil temperature, the tighter the sealing gap contracts. The internal leakage caused by the sharp drop in viscosity of the magnetorheological fluid at high temperatures is effectively suppressed, thus solving the common industry problem of high-temperature relaxation and increased leakage of traditional rubber oil seals.

[0027] In the auxiliary mechanism, the spiral pipe 17 at the top of the damping cylinder 11 forms a low-damping pressure relief channel connecting the low-pressure area at the bottom of the guide base 18 to the top oil storage chamber. When the wedge-shaped floating slip ring 22 moves downward under the axial thrust of the metal spiral open expansion ring 20, the volume of its back cavity decreases, and the magnetorheological fluid sealed in the cavity is compressed. Without a pressure relief channel, the hydraulic pressure in the closed cavity would rise rapidly and push the wedge-shaped floating slip ring 22 upward to reset, counteracting the axial thrust of the metal spiral open expansion ring 20 and forming a hydraulic lock effect. The presence of the spiral pipe 17 allows the squeezed oil to be smoothly discharged to the low-pressure oil storage chamber, ensuring that the axial thermal expansion displacement of the metal spiral open expansion ring 20 is not hindered by hydraulic pressure, and the sealing self-tightening action is fully performed.

[0028] Meanwhile, the spiral geometry of the spiral conduit 17 generates a vortex centrifugal force field in the flowing oil. The radial migration velocity of carbonyl iron powder particles with a particle size of 3μm to 5μm in the centrifugal force field is proportional to the square of the particle diameter, the density difference between the particle and the carrier liquid, and the centrifugal acceleration. Inside the spiral conduit 17, the oil flow velocity can reach 5m / s to 8m / s due to the cross-sectional contraction, the spiral radius is about 8mm to 12mm, and the corresponding centrifugal acceleration can reach 200g to 800g. Under typical operating conditions, in the range of 300g to 600g, the iron powder particles are thrown towards the outer wall of the spiral conduit 17 under the action of centrifugal force. The miniature permanent magnet plug 16 installed at the opening of the spiral conduit 17 has its end face flush with the bottom surface of the flow channel, without changing the cross-sectional shape of the flow channel, but its surface generates a magnetic field strength of about 0.3T to 0.5T. When the oil containing high concentrations of iron powder, pre-concentrated to the outer wall by centrifugal force, flows through the surface of the micro permanent magnet plug 16, the iron powder particles are attracted by a magnetic force perpendicular to the flow direction and adsorbed onto the surface of the PEEK protective layer covering the end of the micro permanent magnet plug 16. The adsorption process does not rely on physical interception, thus generating no additional flow resistance. The purified oil with low iron powder concentration continues to flow upward along the spiral pipe 17 and is reinjected into the sealing interface through the conical gap of the wedge-shaped floating slip ring 22, forming a stable boundary lubrication film, further reducing the coefficient of friction and continuously carrying away frictional heat.

[0029] The thickness of the iron powder layer adsorbed on the surface of the miniature permanent magnet screw plug 16 automatically remains stable under dynamic equilibrium: when the adsorption layer thickness exceeds approximately 0.2 mm, the surface magnetic force away from the magnetic source decreases sharply, while the shear stress of the high-speed oil flow inside the spiral pipe 17 exceeds the magnetic adsorption force, washing away and peeling off the loosely accumulated iron powder on the surface, which is then carried by the oil flow to deposit at the bottom of the damping cylinder 11. This self-cleaning mechanism ensures that the miniature permanent magnet screw plug 16 maintains effective adsorption capacity for a long time without the need for manual maintenance or replacement.

[0030] Furthermore, the external threaded sleeve 8 and the threaded cover 9 on the outer wall of the shock absorber cylinder 11 constitute the preload adjustment mechanism of the buffer spring 10. The threaded cover 9 engages with the external threaded sleeve 8 through threads. When the threaded cover 9 is rotated, its axial position is displaced relative to the external threaded sleeve 8. This displacement changes the support distance at both ends of the buffer spring 10, thereby changing the initial compression of the buffer spring 10. The change in the preload of the buffer spring 10 directly adjusts the initial reset torque of the piston rod 12, allowing the static balance position of the shock absorber to be adaptively adjusted according to changes in vehicle load. When the vehicle load increases, increasing the preload of the buffer spring 10 can compensate for the suspension sag caused by the additional load, ensuring that the shock absorber cylinder 11 always works in the middle position of the optimal stroke range, and preventing the piston 13 from impacting the sealing base 23 or the guide base 18, which could lead to structural damage.

[0031] like Figure 1 , Figure 2 and Figure 6As shown, the present invention proposes an electromagnetic damping device for vehicle suspension, which includes a settling collection mechanism disposed inside a sealed base 23; the settling collection mechanism includes a return spiral channel 24 opened inside the sealed base 23, and the outlet and inlet of the return spiral channel 24 are both facing the inside of the damping cylinder 11, and conical baffles 25 are installed at both ends of the return spiral channel 24. The large openings of the two conical baffles 25 face the end of the return spiral channel 24, while the small openings face the middle of the return spiral channel 24. The sedimentation collection mechanism is described in detail below: In this embodiment, when the vehicle is parked for a long time or driving at low speed, the carbonyl iron powder particles in the magnetorheological fluid will settle freely due to gravity. The particle settling distance is sufficient for a large number of iron powder particles to settle and accumulate from the magnetorheological fluid channel 14 area to the sealing base 23 area at the bottom of the shock absorber cylinder 11.

[0032] When the vehicle resumes driving and the piston rod 12 drives the piston 13 to reciprocate axially, the volumes of the upper and lower chambers of the piston 13 inside the shock absorber cylinder 11 change alternately. During the compression stroke, the piston rod 12 pushes into the shock absorber cylinder 11, the piston 13 moves downward, the volume of the lower chamber decreases and the pressure increases, while the volume of the upper chamber increases and the pressure decreases, forming a transient pressure difference. During the rebound stroke, the piston 13 moves upward, and the pressure difference between the upper and lower chambers reverses. This periodic pressure difference change drives the magnetorheological fluid at the bottom of the cylinder to form a forced convection circulation through the return spiral channel 24. During the compression stroke, the high-pressure oil in the lower chamber is squeezed into the return spiral channel 24 and moves upward; during the rebound stroke, the high-pressure oil in the upper chamber moves downward through the magnetorheological fluid channel 14 of the piston 13, forming a negative pressure suction at the bottom, which assists in the discharge of the oil in the return spiral channel 24.

[0033] The reflux spiral channel 24, with its spiral geometry, is located inside the sealing base 23, and its total spiral path length is much greater than the axial straight distance of the damping cylinder 11. As the oil flows through this spiral path, it undergoes multiple directional changes, forming a Dean vortex flow field that develops along the spiral direction. This vortex flow field generates shear stress sufficient to destroy the shear strength of the hardened deposit layer, effectively redispersing the bottom hardened deposit agglomerates into smaller agglomerates that are suspended in the carrier fluid. Simultaneously, the repeated bends of the spiral path force the oil flow direction to continuously change, and iron powder particles collide with the wall at the bends due to inertia, further promoting the dispersion of agglomerates and achieving passive redispersion of the sediment.

[0034] The conical baffles 25 installed at both ends of the return spiral channel 24 constitute a Venturi unidirectional flow guiding mechanism. The large opening ends of both conical baffles 25 face the end of the return spiral channel 24, and the small opening ends face the middle of the return spiral channel 24. When oil flows into the return spiral channel 24 from the bottom of the damping cylinder 11, it first enters the large opening end of the conical baffle 25, and then the cross-sectional area of ​​the flow channel gradually decreases along the conical direction to the small opening end, increasing the oil flow velocity. The increased flow velocity leads to a decrease in local static pressure, forming an active suction negative pressure on the bottom sediment area. This forces the settled particles from the dead corner at the bottom of the damping cylinder 11 into the inlet of the return spiral channel 24. When the oil flows out of the return spiral channel 24 and returns to the damping cylinder 11, the conical baffle 25 at the other end is installed in the opposite gradually expanding direction. The oil flows in from the small opening end and out from the large opening end, the cross-sectional area of ​​the flow channel gradually expands, the oil velocity decreases, and the dynamic pressure is converted into static pressure and rises. This allows the oil to return to the damping cylinder 11 in a uniform form with a large area and low velocity, avoiding local turbulent cavitation caused by high-speed jets. If cavitation occurs, the local impact pressure generated by the bursting of bubbles is enough to erode the inner metal surface of the sealing base 23, but the gradually expanding pressure reduction design of the conical baffle 25 effectively avoids this.

[0035] The circulating flow of the reflux spiral channel 24 and the magnetic trapping of the top micro permanent magnet plug 16 form a complete closed loop for particle management. The bottom settling and collection mechanism transports the oil containing agglomerates and wear debris upward through the reflux spiral channel 24 to participate in the circulation. When the oil flows through the top spiral pipe 17, the large-sized agglomerates and wear debris are selectively removed by magnetic trapping, while the normally suspended 3μm to 5μm monodisperse carbonyl iron powder particles continue to circulate with the oil because the fluid drag force is greater than the magnetic attraction force. The purified oil flows downward through the magnetorheological fluid channel 14 of the piston 13 to replenish the bottom area of ​​the damping cylinder 11. With the accumulation of circulation times, the large-sized agglomerates deposited at the bottom are gradually removed and transferred to the top for trapping, while the monodisperse functional particles suspended in the carrier fluid always participate in the circulation. The effective ferromagnetic particle volume fraction of the magnetorheological fluid in the whole cylinder is maintained, ensuring that the magnetorheological effect when the electromagnetic coil 15 is energized is not attenuated due to the agglomerate removal process.

[0036] The spiral radius and helix angle of the reflux spiral channel 24 are parametrically designed based on the maximum movement speed of the piston 13 and the kinematic viscosity of the magnetorheological fluid. This ensures that the passive circulation mechanism can maintain an effective circulation flow rate within the suspension vibration frequency range corresponding to common vehicle speeds, guaranteeing the wide frequency range adaptability of the bottom settling collection mechanism. When the vibration frequency is low, the oil flow rate is slow, and the flow within the reflux spiral channel 24 is mainly laminar. At this time, the settling and redispersion mechanism is dominated by the negative pressure suction of the conical baffle 25. When the vibration frequency is high, the oil flow rate increases, and the Dean vortex within the reflux spiral channel 24 fully develops, with eddy shear dispersion becoming the dominant mechanism.

[0037] like Figure 1 , Figure 7 , Figure 8 , Figure 9 and Figure 10 As shown, the present invention also provides a vehicle suspension, including a wheel-shaped body adjustment mechanism disposed in the middle of the vehicle suspension body 1; the wheel-shaped body adjustment mechanism includes a motor 26 installed in the middle of the vehicle suspension body 1, and a worm gear 27 is installed at the output end of the motor 26; a rotating shaft 29 is rotatably disposed on the top of the vehicle suspension body 1; a worm wheel 28 is installed in the middle of the rotating shaft 29; and the worm gear 27 meshes with the worm wheel 28; both top wheel swing arms 4 are threadedly connected to threaded shafts 34; one end of the threaded shaft 34 is disposed on the top of the brake 3 through a universal joint 35; and the other end is installed with a sliding sleeve 33; a guide rod 31 is slidably disposed inside the sliding sleeve 33; and two guide rods 31 are mounted on both ends of the rotating shaft 29 through universal joints 30. The bottom wheel swing arm 2 is equipped with a universal connector 36 at its end, and the universal connector 36 is rotatably mounted at the bottom of the brake 3; a limit plate 32 is installed on the outer wall of the guide rod 31, and the limit plate 32 is slidably mounted inside the sliding sleeve 33, so that the sliding sleeve 33 is slidably mounted on the outer wall of the guide rod 31 and rotates with the guide rod 31; the outer wall of the sliding sleeve 33 is slidably mounted inside the top wheel swing arm 4, and the threads on the outer walls of the two threaded shafts 34 are arranged in the same direction, so that the two threaded shafts 34 are adjusted in one direction after being driven. The wheel-shaped body adjustment mechanism is described in detail below: In this embodiment, when the vehicle is cornering at high speed or making emergency obstacle avoidance, the vehicle body tilts due to centrifugal force. This tilt causes the outer suspension to compress and the inner suspension to stretch, resulting in a change in the camber angle of the wheels relative to the vehicle body. This passive change causes the contact state between the center area of ​​the tire contact patch and the road surface to deviate from the optimal design value, reducing the contact patch area, decreasing the tire's lateral stiffness, and consequently reducing lateral adhesion. In severe cases, the tendency for understeer or oversteer of the vehicle is significantly aggravated.

[0038] When fine-tuning of the wheels is required, motor 26 starts running, driving worm gear 27 to rotate. The rotation of worm gear 27 drives the meshing worm wheel 28 to rotate. The transmission ratio converts the high-speed, low-torque output of motor 26 into a low-speed, high-torque output, meeting the torque requirements of the drive suspension mechanical structure.

[0039] A worm gear 28 is fixedly mounted in the middle of the rotating shaft 29. The rotational torque of the worm gear 28 is transmitted to the rotating shaft 29, causing the rotating shaft 29 to rotate around its own horizontal axis. The rotating shaft 29 is arranged along the lateral direction of the vehicle suspension body 1, and its two ends are connected to two guide rods 31 through universal joints 30. The universal joints 30 allow angular deflection between the rotating shaft 29 and the guide rods 31, compensating for changes in the spatial angle between the vehicle suspension body 1 and the top wheel swing arm 4. When the rotating shaft 29 rotates, its two ends synchronously drive the guide rods 31 on both sides to rotate around their own axis through the universal joints 30.

[0040] A limiting plate 32 is fixedly installed axially on the outer wall of the guide rod 31. The limiting plate 32 is a rectangular cross-section protrusion. An axial guide groove matching the shape of the limiting plate 32 is opened inside the sliding sleeve 33, and the limiting plate 32 is slidably embedded in the guide groove. When the guide rod 31 rotates with the rotating shaft 29, the limiting plate 32 rotates accordingly, and its side surface forms a torque transmission surface with the side wall of the guide groove inside the sliding sleeve 33, thereby driving the sliding sleeve 33 to rotate synchronously with the guide rod 31. At the same time, the outer wall of the sliding sleeve 33 and the inner wall of the top wheel swing arm 4 are only in a sliding fit relationship, that is, the sliding sleeve 33 can slide and rotate freely axially inside the top wheel swing arm 4.

[0041] The sliding sleeve 33 is fixedly connected to the threaded shaft 34. The outer wall of the threaded shaft 34 is provided with an external thread, and the inner hole at the end of the top wheel swing arm 4 is provided with an internal thread that meshes with the external thread. The threaded shaft 34 and the top wheel swing arm 4 form a threaded engagement relationship. When the sliding sleeve 33 is driven to rotate by the guide rod 31, the threaded shaft 34 fixedly connected to the sliding sleeve 33 rotates synchronously. Due to the threaded engagement between the threaded shaft 34 and the top wheel swing arm 4, the threaded shaft 34 generates an axial displacement relative to the top wheel swing arm 4 while rotating. That is, the threaded shaft 34 screws in or out of the top wheel swing arm 4 along its axial direction. The physical direction of this axial displacement is determined by both the thread direction and the rotation direction.

[0042] The other end of the threaded shaft 34 is connected to the top mounting point of the brake 3 via a universal joint 35. The universal joint 35 is preferably a ball joint or a rubber bushing joint, allowing relative rotation between the threaded shaft 34 and the top of the brake 3 in multiple directions, avoiding motion interference during attitude adjustment. When the threaded shaft 34 moves axially inside the top wheel swing arm 4, its end pushes or pulls the top of the brake 3 via the universal joint 35, causing the top of the brake 3 to have lateral displacement relative to the vehicle suspension body 1. Since the outer wall threads of the two threaded shafts 34 are arranged in the same direction, and both are synchronously driven by the same rotating shaft 29, when the rotating shaft 29 rotates in one direction, the two threaded shafts 34 simultaneously screw into or out of the top wheel swing arm 4 in the same direction, causing the lateral distance between the top mounting points of the brakes 3 on both sides and the vehicle suspension body 1 to increase or decrease synchronously.

[0043] This lateral displacement directly changes the lateral position of the wheel top relative to the wheel bottom, thereby changing the wheel's camber angle. When the top of the brake 3 experiences lateral displacement, the entire wheel assembly swings around the rotation center of the bottom universal joint 36. The bottom universal joint 36 is installed at the end of the bottom wheel swing arm 2, and the other end of the bottom wheel swing arm 2 is connected to the bottom sides of the vehicle suspension body 1, forming a fixed rotation pivot. One end of the top wheel swing arm 4 is connected to the top of the brake 3 via a threaded shaft 34 and a sliding sleeve 33, and the other end is connected to the top sides of the vehicle suspension body 1, forming an adjustable rotation pivot. The top and bottom pivots together form a triangular geometric constraint, ensuring that the wheel is always subject to the dual constraint of the upper and lower swing arms during attitude adjustment, avoiding uncontrolled changes in the longitudinal displacement of the wheel during single swing arm adjustment.

[0044] During adjustment, the limiting plate 32 on the outer wall of the guide rod 31 slides axially within the guide groove inside the sliding sleeve 33. Its axial sliding stroke is limited by the length of the guide groove, which is the maximum range for wheel attitude adjustment. The sliding fit of the limiting plate 32 allows for axial relative displacement between the guide rod 31 and the threaded shaft 34 during vertical suspension movement. When the wheel bounces up and down under road surface excitation, the top wheel swing arm 4 swings relative to the vehicle suspension body 1. The threaded shaft 34 and the sliding sleeve 33 fixed to it swing along with the top wheel swing arm 4. The guide rod 31, connected to the rotating shaft 29 fixed to the vehicle suspension body 1 via a universal joint 30, maintains its axial position. This relative movement is completely absorbed by the axial sliding of the limiting plate 32 within the guide groove of the sliding sleeve 33, ensuring that the torque transmission path of the wheel attitude adjustment mechanism is independent and decoupled from the vertical movement path of the suspension, preventing interference and ensuring that the attitude adjustment action is unaffected by suspension movement. It also ensures that the suspension movement is not hindered by the locked state of the attitude adjustment mechanism.

[0045] The above specific embodiments are merely several optional embodiments of the present invention. Based on the technical solutions of the present invention and the relevant teachings of the above embodiments, those skilled in the art can make various alternative improvements and combinations to the above specific embodiments.

Claims

1. An electromagnetic damping device for vehicle suspension, comprising a vehicle suspension body (1) and a brake (3) mounted on the vehicle body, characterized in that, Also includes: The top wheel swing arms (4) are connected to the top of both sides of the vehicle suspension body (1) and the bottom wheel swing arms (2) are connected to the bottom of both sides of the vehicle suspension body (1). The two sides of the vehicle suspension body (1) are connected to the top wheel swing arms (4) via the bottom wheel swing arms (2). The shock absorption device also includes a sealing compensation mechanism set at the bottom wheel swing arms (2) and the top of the vehicle suspension body (1). The sealing compensation mechanism includes a first adapter (5) that is connected to one side of the outer wall of the bottom wheel swing arm (2) and a second adapter (6) that is connected to the top of the vehicle suspension body (1). A shock absorber cylinder (11) is installed on the outer wall of the second adapter (6) near the first adapter (5), and a connecting plate (7) is installed on the outer wall of the first adapter (5) near the second adapter (6). A guide base (18) and a sealing base (23) are respectively installed on the top and bottom of the shock absorber cylinder (11), and the guide base (18) A graphite composite back support ring (19) is installed at the bottom. A metal spiral open expansion ring (20) is installed between the outer side of the middle part of the guide base (18) and the shock-absorbing cylinder (11). An inner metal expansion ring (21) is provided between the metal spiral open expansion ring (20) and the guide base (18). A wedge-shaped blade floating slip ring (22) is installed inside the guide base (18) above the metal spiral open expansion ring (20). An auxiliary mechanism is also provided at the top of the shock-absorbing cylinder (11) outside the guide base (18). The auxiliary mechanism includes a spiral tube (17) opened on the top of the shock-absorbing cylinder (11), and a miniature permanent magnet plug (16) is also installed on the top of the shock-absorbing cylinder (11) at the opening position of the spiral tube (17).

2. The electromagnetic damping device for vehicle suspension according to claim 1, characterized in that, The outer wall of the shock-absorbing cylinder (11) is fitted with an external threaded sleeve (8), and the outer wall of the external threaded sleeve (8) is fitted with a threaded cover (9), and a buffer spring (10) is provided between the threaded cover (9) and the connecting plate (7).

3. The electromagnetic damping device for vehicle suspension according to claim 2, characterized in that, The metal spiral open expansion ring (20) is made of aluminum alloy and has a hard anodized layer on its surface. The inner metal expansion ring (21) is made of Invar alloy and both the metal spiral open expansion ring (20) and the inner metal expansion ring (21) have micro-serrated grooves inside.

4. The electromagnetic damping device for vehicle suspension according to claim 3, characterized in that, The inner wall of the shock-absorbing cylinder (11) is slidably provided with a piston (13), and a piston rod (12) is provided in the middle of the piston (13). An electromagnetic coil (15) is provided in the middle of the piston (13), and a magnetic fluid channel (14) is opened on the inner outer wall of the piston (13).

5. The electromagnetic damping device for vehicle suspension according to claim 1, characterized in that, The shock absorption device also includes a settling collection mechanism located inside the sealed base (23); The settling collection mechanism includes a reflux spiral channel (24) opened inside the sealed base (23), and the outlet and inlet of the reflux spiral channel (24) are both facing the inside of the shock-absorbing cylinder (11). Conical baffles (25) are installed at both ends of the reflux spiral channel (24).

6. The electromagnetic damping device for vehicle suspension according to claim 5, characterized in that, The large openings of the two conical baffles (25) face the end of the reflux spiral channel (24), and the small openings face the middle of the reflux spiral channel (24).

7. A vehicle suspension comprising an electromagnetic damping device for a vehicle suspension as described in any one of claims 1-6, characterized in that, It also includes a wheel-shaped adjustment mechanism located in the middle of the vehicle suspension body (1): The wheel-shaped body adjustment mechanism includes a motor (26) installed in the middle of the vehicle suspension body (1), and a worm (27) is installed at the output end of the motor (26). A rotating shaft (29) is rotatably provided on the top of the vehicle suspension body (1). A worm wheel (28) is installed in the middle of the rotating shaft (29), and the worm (27) meshes with the worm wheel (28). Both top wheel swing arms (4) are threaded with threaded shafts (34). One end of the threaded shaft (34) is set on the top of the brake (3) through a universal connector (35), and the other end is installed with a sliding sleeve (33). A guide rod (31) is slidably provided inside the sliding sleeve (33), and the two guide rods (31) are installed at both ends of the rotating shaft (29) through universal joints (30).

8. A vehicle suspension according to claim 7, characterized in that, The bottom wheel swing arm (2) is equipped with a universal connector (36) at its end, and the universal connector (36) is rotatably mounted at the bottom of the brake (3).

9. A vehicle suspension according to claim 8, characterized in that, A limiting plate (32) is installed on the outer wall of the guide rod (31), and the limiting plate (32) is slidably disposed inside the sliding sleeve (33), so that the sliding sleeve (33) is slidably disposed on the outer wall of the guide rod (31) and rotates with the guide rod (31).

10. A vehicle suspension according to claim 9, characterized in that, The outer wall of the sliding sleeve (33) is slidably disposed inside the top wheel swing arm (4), and the outer wall threads of the two threaded shafts (34) are arranged in the same direction, so that the two threaded shafts (34) are adjusted in one direction after being driven.

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