Electromagnetic active suspension and vehicle

Abstract

The utility model discloses an electromagnetic active suspension which is used for being connected between a vehicle body and wheels of a motor vehicle, and is characterized by comprising an electromagnetic actuator and a magnetorheological damper, the electromagnetic actuator is a linear motor, the linear motor comprises a permanent magnet cylinder, a primary winding and a bearing connected with the permanent magnet cylinder and the primary winding, and the magnetorheological damper is connected with the permanent magnet cylinder. The magneto-rheological damper and the linear motor are integrated in the same suspension assembly, the electromagnetic actuator and the magneto-rheological damper are integrated in the same suspension assembly, the integration level of the electromagnetic active suspension is greatly improved, the linear motor is adopted as a main power source, and structure compactness and function collaboration are achieved. The direct driving mode of the linear motor abandons a complex pipeline of a traditional hydraulic system, mechanical inertia is reduced, and the response frequency is greatly improved and far exceeds the upper limit of a hydraulic suspension. The utility model further discloses a vehicle which adopts the electromagnetic active suspension, the adaptability of the vehicle under extreme working conditions such as cross-country and racing tracks can be improved, and the optimal balance between control and comfort is achieved.

Description

TECHNICAL FIELD

[0001] The utility model relates to active suspension technical field especially relates to a kind of electromagnetic active suspension and vehicle. BACKGROUND

[0002] At present, full active suspension is mainly realized by hydraulic mode, adopts hydraulic motor to drive the oil in damper, and the oil pressure change is used to push piston rod to actively exert force. This mode is high in cost, complex in pipeline system, large in product space occupation, poor in integration, and most importantly, the response frequency of system and actuator is low, which can only cope with low-frequency road conditions. UTILITARY MODEL

[0003] The utility model aims at providing a kind of electromagnetic active suspension and vehicle with high integration and fast response frequency.

[0004] In order to achieve the above purpose, the utility model adopts the following technical scheme: a kind of electromagnetic active suspension, for connecting in the vehicle body and wheel between motor vehicle, its characterized in that, including electromagnetic actuator and magnetorheological damper, electromagnetic actuator is linear motor, linear motor includes permanent magnet magnetic cylinder, primary winding and the bearing of connecting magnetic cylinder and primary winding, magnetorheological damper is integrated in the same suspension assembly with linear motor.

[0005] In one embodiment, the magnetorheological damper is a reverse insertion type or a single cylinder type structure, the magnetorheological damper includes a piston rod, the linear motor includes a motor shaft and is in a cylindrical shape, and the motor shaft is in driving connection with the piston rod.

[0006] In one embodiment, the working voltage range of the linear motor is 400V-850V, the primary winding of the linear motor is supplied with multi-phase alternating current, and the amplitude and frequency of the input voltage are adjusted by an inverter.

[0007] In one embodiment, the suspension assembly further includes a coil spring or an air spring, and the coil spring or the air spring is coaxially arranged with the linear motor and the magnetorheological damper to form an integrated suspension assembly.

[0008] In one embodiment, the coil spring is sleeved on the outer side of the linear motor, or the air spring is connected to the support structure of the suspension assembly through an air bag.

[0009] In one embodiment, the suspension assembly is suitable for front and rear suspension systems of a passenger car, the electromagnetic actuator, the magnetorheological damper and the coil spring are integrated into a strut assembly in the front suspension, and the electromagnetic actuator and the magnetorheological damper are arranged separately in the rear suspension and connected to the vehicle body and the wheels through a connecting rod mechanism.

[0010] A vehicle characterized in that, comprising the electromagnetic active suspension in any of the above technical solutions, further comprising four height sensors, four unsprung acceleration sensors and an IMU, the IMU is provided with one and is installed at the center of mass of the vehicle, the four height sensors are respectively arranged at each wheel suspension, and the four unsprung acceleration sensors are respectively arranged inside the hub of each wheel.

[0011] One of the embodiments further comprises an independent ECU for receiving information of the four height sensors, the four unsprung acceleration sensors and the IMU to perform millisecond-level coordinated control on the electromagnetic actuator and the magnetorheological damper.

[0012] One of the embodiments, the response time of the ECU is less than 5ms, the active force output range is ±3500N to ±5000N, the damping force adjustment range of the magnetorheological damper is 100N to 5000N, and the phase difference between the damping force and the active force is not more than 10°.

[0013] One of the embodiments, the vehicle realizes full-frequency domain adaptive control through the electromagnetic active suspension, wherein the electromagnetic actuator dominates the body posture adjustment in the low frequency band, the magnetorheological damper dominates the vibration suppression in the medium and high frequency band, and the ECU dynamically allocates the control weight based on the road excitation frequency.

[0014] After adopting the above technical solutions, the utility model has the following advantages:

[0015] 1、In the utility model, the electromagnetic actuator and the magnetorheological damper are integrated in the same suspension assembly, which greatly improves the integration degree of the electromagnetic active suspension, and a cylindrical linear motor is used as the active force source, realizing compact structure and function synergy. The direct driving mode of the linear motor discards the complex pipeline of the traditional hydraulic system, reduces the mechanical inertia, greatly improves the response frequency, and far exceeds the upper limit of the hydraulic suspension. At the same time, the mechanical coupling design of the magnetorheological damper and the linear motor enables the damping force and the active force to be adjusted synchronously, solving the phase delay problem caused by the compressibility of the oil in the hydraulic system, and significantly improving the real-time compensation ability of the suspension to the road excitation.

[0016] 2、The structural design of the inverted plug type and the single cylinder type magnetorheological damper further optimizes the space utilization. The inverted plug type structure reduces the transverse size through the axial alignment of the piston rod and the linear motor moving part, and is suitable for the front suspension with limited space; the single cylinder structure realizes the integration of the damping cavity and the motor through coaxial nesting, reduces the axial length, and adapts to the split layout of the rear suspension. Both structures simplify the fluid path, greatly shorten the response time of the magnetorheological fluid, greatly improve the high-frequency vibration suppression effect compared with the traditional double cylinder structure.

[0017] 3. By utilizing a high-voltage power supply range of 400V-850V and combining it with a multi-phase AC drive mode, the linear motor can output high thrust at low current, reducing copper losses and heat load. Through precise adjustment of voltage amplitude and frequency by the inverter, linear control of the motor thrust is achieved within a range of ±3500N, with an efficiency exceeding 92%. Furthermore, the high-voltage power supply reduces cable cross-sectional area, facilitating wiring within the confined space of the vehicle chassis and improving system reliability and electromagnetic compatibility.

[0018] 4. Coaxial integration of coil springs or air springs with electromagnetic actuators forms a multi-functional suspension assembly. The rigid support of the coil springs combined with the active adjustment of the linear motor provides stable vehicle body support in the low-frequency range, while avoiding the stiffness nonlinearity problem caused by air pressure fluctuations in air springs. This design reduces the axial length of the suspension assembly to 70% of that of traditional hydraulic active suspensions, significantly improving the space adaptability of the vehicle chassis, and is particularly suitable for optimizing the battery pack layout of new energy vehicles.

[0019] 5. The design of the coil spring sleeved on the outside of the linear motor achieves deep integration of the mechanical structure and the electromagnetic actuator through coaxial nesting. The rigid support of the coil spring and the housing of the linear motor form a composite load-bearing structure, increasing the axial bending stiffness of the suspension assembly to 1.5 times that of the traditional split design, effectively suppressing lateral deformation when the vehicle is cornering. At the same time, the coaxial layout of the spring and motor compresses the radial dimension of the suspension assembly to 80% of that of a hydraulic active suspension, freeing up chassis space, which is especially suitable for the compact layout requirements of the battery compartment and drive motor in electric vehicles. Alternatively, for the air spring solution, the flexible connection between the airbag and the suspension support structure, combined with the active adjustment capability of the linear motor, achieves dynamic adaptation of suspension stiffness. The airbag can absorb long-wave undulations of the road surface in the low-frequency range (0-5Hz) through real-time adjustment of internal air pressure, while the linear motor provides precise active compensation force in the mid-to-high frequency range (5-30Hz). This design combines the nonlinear stiffness characteristics of air springs with the linear output of electromagnetic actuators, reducing vertical displacement fluctuations of the vehicle body by 35% while avoiding the "air hammer effect" of pure air suspension under high-frequency vibrations. Both spring integration solutions improve the multi-condition adaptability of the suspension through structural optimization: the coil spring solution focuses on space compression and rigidity enhancement, adapting to the handling requirements of high-performance vehicles; the air spring solution focuses on comfort and dynamic adjustment, meeting the driving experience of luxury vehicles. Both can be quickly switched through modular design, allowing the same suspension platform to adapt to different vehicle positioning, shortening the development cycle and reducing manufacturing costs.

[0020] 6、The combination scheme of front suspension strut assembly and rear suspension body layout takes into account the steering and comfort requirements. The integrated design of the front suspension reduces the number of moving parts, reduces the unsprung mass, and improves the steering response speed; the split layout of the rear suspension disperses the load through the linkage mechanism, enhancing the adaptability of the suspension to complex road conditions. This scheme reduces the vehicle roll angle by 30%, reduces the pitch angle fluctuation amplitude by 40%, and improves the dynamic stability.

[0021] 7、By the distributed layout of four height sensors and unsprung acceleration sensors, combined with the global posture perception of the mass center IMU, a multi-dimensional monitoring network of the whole vehicle state is constructed. The height sensor detects the relative displacement of the wheel and the vehicle body in real time, the unsprung acceleration sensor captures the hub vibration spectrum, and the IMU provides the vehicle body pitch, roll and yaw angular velocity information, which cooperates to provide high-precision input signals for suspension control, and the identification accuracy of road excitation is improved to more than 95%.

[0022] 8、By introducing an independent ECU and a fuzzy PID algorithm, millisecond-level collaborative control of the electromagnetic actuator and the magnetorheological damper is realized. The ECU adjusts the PID parameters dynamically to solve the oscillation problem of traditional linear control algorithms in nonlinear systems, and shortens the settling time of the suspension system to within 50ms. The phase difference between the active force and the damping force is less than 10° through the collaborative control strategy, avoiding force coupling conflicts, reducing the vehicle body vertical acceleration peak to below 0.3g, and significantly improving the ride comfort.

[0023] 9、By optimizing the response time and force output range of the ECU, the suspension system can cover the full working condition requirements from static load to severe impact. The ±5000N active force can offset the impact energy of the wheel jumping within 10ms, and the 100-5000N wide-range damping force adjustment ensures smooth transition from low-speed bumping to high-speed cornering. Strict control of the phase difference further avoids force interference, reduces the energy consumption of the suspension by 20%, and prolongs the service life of the key components.

[0024] 10、The full-frequency-domain adaptive control maximizes the performance advantages of the electromagnetic actuator and the magnetorheological damper through frequency band weight distribution. The low-frequency band is dominated by the motor to adjust the vehicle body posture, suppressing the phenomena of accelerating lifting and braking nodding; the medium and high frequency bands absorb road high-frequency vibrations through the magnetorheological damper, reducing the vehicle interior noise by more than 6dB. The dynamic weight distribution algorithm adjusts the control strategy in real time according to the IMU signal, improving the adaptability of the vehicle in extreme conditions such as off-road and racing by 40%, and achieving the optimal balance between steering and comfort. BRIEF DESCRIPTION OF DRAWINGS

[0025] The utility model will be further described in connection with the drawings:

[0026] Figure 1 A structure schematic view of the electromagnetic active suspension.

[0027] Figure 2 A structure schematic view of the vehicle.

[0028] The names of the components in the figure are as follows:

[0029] 1000, electromagnetic active suspension; 2000, vehicle; 100, electromagnetic actuator; 200, magnetorheological damper; 1, linear motor; 10, motor shaft; 11, permanent magnet cylinder; 12, primary winding; 13, bearing; 21, cylinder barrel; 22, piston rod; 3, coil spring; 4, height sensor; 5, unsprung acceleration sensor; 6, IMU; 7, ECU. DETAILED DESCRIPTION

[0030] In order to more clearly illustrate the overall concept of the utility model, the following will be combined with the description of the drawings in an exemplary manner to be described in detail.

[0031] It should be noted that in the following description, many specific details are set forth in order to provide a thorough understanding of the utility model, however, the utility model can also be implemented in other ways different from the description herein, therefore, the protection scope of the utility model is not limited by the specific embodiments disclosed below.

[0032] In addition, in the description of the utility model, it should be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the utility model and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the utility model.

[0033] In the utility model, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection", "fixing" and the like should be understood broadly, for example, it can be fixed connection, or detachable connection, or integrated; it can be directly connected, or indirectly connected through an intermediate medium; it can be the communication or interaction relationship between two elements. However, it is noted that direct connection means that the connection between the two main bodies does not pass through an excessive structure to establish a connection relationship, but only connects through a connection structure to form a whole. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood according to the specific circumstances.

[0034] In the present application, unless otherwise expressly specified and limited, the first feature is "on" or "under" the second feature can be that the first and second features are in direct contact, or the first and second features are indirectly contacted through an intermediate medium. In the description of the present application, the description of the reference terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present application, the illustrative description of the above terms is not necessarily for the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0035] As shown in Figure 1 The utility model provides a kind of electromagnetic active suspension 1000 for being connected between the body and wheel of motor vehicle, including electromagnetic actuator 100 and magnetorheological damper 200, electromagnetic actuator 100 is linear motor 1, linear motor 1 includes permanent magnetic cylinder 11, primary winding 12 and the bearing 13 of connecting magnetic cylinder 11 and primary winding 12, magnetorheological damper 200 is integrated in same suspension assembly with linear motor 1, by integrating electromagnetic actuator and magnetorheological damper in same suspension assembly, the integration of electromagnetic active suspension is greatly improved, and cylindrical linear motor is used as active power source, realizes compact structure and function synergism. Linear motor direct drive mode discards the complex pipeline of traditional hydraulic system, reduces mechanical inertia, makes response frequency greatly improve, far exceeds the upper limit of hydraulic suspension. Meanwhile, the mechanical coupling design of magnetorheological damper and linear motor makes that damping force and active force can be synchronously regulated, solves the phase delay problem caused by oil compressibility of hydraulic system, significantly improves the real-time compensation ability of suspension to road excitation.

[0036] In some embodiments, magnetorheological damper 200 can be provided as single-cylinder structure, and magnetorheological damper 200 includes cylinder 21 and piston rod 22, piston rod 22 is provided on cylinder 21, linear motor 1 includes motor shaft 10 and is cylindrical, motor shaft 10 is in transmission connection with piston rod 22, the structural design of single-cylinder magnetorheological damper further optimizes space utilization, and single-cylinder structure realizes the integration of damping cavity and motor through coaxial nesting, reduces axial length, adapts to the split layout of rear suspension, so that the response time of magnetorheological fluid is greatly shortened by simplifying fluid path, which is greatly improved compared with traditional double-cylinder structure, and high-frequency vibration suppression effect is enhanced. Of course, in another embodiment, magnetorheological damper 200 can also be inverted plug structure, which reduces the lateral dimension through axial alignment of piston rod and linear motor moving parts, and is suitable for space-limited front suspension.

[0037] In some embodiments, the operating voltage range of the linear motor 1 can be set between 400V and 850V, and the primary winding 12 of the linear motor 1 is powered by multi-phase alternating current and the amplitude and frequency of the input voltage are adjusted by the inverter, so that the linear motor can output high thrust at low current by combining the high voltage power supply range of 400V-850V with the multi-phase alternating current driving mode, which reduces the copper loss and thermal load. By precisely adjusting the voltage amplitude and frequency through the inverter, linear control of the motor thrust in the ±3500N range is achieved, and the efficiency is above 92%. In addition, high-voltage power supply reduces the cross-sectional area of the cable, making it easier to lay wiring in the narrow space of the vehicle chassis, improving the reliability and electromagnetic compatibility of the system.

[0038] In some embodiments, the electromagnetic active suspension 1000 can also include a coil spring 3 coaxially arranged with the linear motor 1 and the magnetorheological damper 200 to form an integrated suspension assembly, so that the coaxial integration of the coil spring and the electromagnetic actuator forms a multifunctional suspension assembly. The rigid support of the coil spring combined with the active adjustment of the linear motor can provide stable body support force in the low frequency band, while avoiding the nonlinearity problem of the stiffness of the air spring caused by air pressure fluctuations. This design compresses the axial length of the suspension assembly to 70% of the traditional hydraulic active suspension, significantly improving the spatial adaptability of the vehicle chassis, especially for the layout optimization of the battery pack of new energy vehicles. Of course, the coil spring can also be replaced by an air spring.

[0039] In some embodiments, the coil spring 3 can be sleeved outside the linear motor 1, so that the coaxial nesting realizes the deep integration of the mechanical structure and the electromagnetic actuator. The rigid support of the coil spring and the shell of the linear motor form a composite bearing structure, which improves the axial bending stiffness of the suspension assembly to 1.5 times that of the traditional split design, effectively suppressing the lateral deformation of the vehicle during cornering. At the same time, the coaxial layout of the spring and the motor compresses the radial size of the suspension assembly to 80% of the hydraulic active suspension, releasing the chassis space, especially suitable for the compact layout requirements of the battery compartment and the drive motor of electric vehicles.

[0040] Of course, in other embodiments, the coil spring 3 can also be replaced by an air spring connected to the support structure of the suspension assembly through an air bag, which is flexibly connected to the suspension support structure, combined with the active adjustment capability of the linear motor, to realize dynamic adaptation of the suspension stiffness. The air bag can absorb long-wave undulations of the road surface in the low-frequency band (0-5 Hz) through real-time adjustment of the internal air pressure, and the linear motor provides precise active compensation force in the medium-high frequency band (5-30 Hz). This design combines the nonlinear stiffness characteristics of the air spring with the linear output of the electromagnetic actuator, reducing the vertical displacement fluctuation of the vehicle body by 35%, while avoiding the "air hammer effect" of pure air suspension under high-frequency vibration. Both spring integration schemes improve the adaptability of the suspension in multiple working conditions through structural optimization: the coil spring scheme focuses on space compression and rigidity enhancement, adapting to the handling needs of high-performance vehicles; the air spring scheme focuses on comfort and dynamic adjustment, meeting the driving experience of luxury vehicles. Both can be quickly switched through modular design, allowing the same suspension platform to adapt to different vehicle positioning, shortening the development cycle and reducing manufacturing costs.

[0041] In some embodiments, the suspension assembly can be applied to the front and rear suspension systems of a passenger car. In the front suspension, the electromagnetic actuator 100, the magnetorheological damper 200, and the coil spring 3 are integrated into a strut assembly. In the rear suspension, the electromagnetic actuator 100 and the magnetorheological damper 200 are arranged separately and connected to the vehicle body and wheels through a linkage mechanism. The combination of the integrated front suspension strut assembly and the separate rear suspension layout takes into account the handling and comfort requirements. The integrated design of the front suspension reduces the number of moving parts, reducing the unsprung mass and improving the steering response speed. The separate layout of the rear suspension disperses the load through the linkage mechanism, enhancing the adaptability of the suspension to complex road conditions. This scheme reduces the vehicle roll angle by 30% and the pitch angle fluctuation amplitude by 40%, improving the dynamic stability.

[0042] As Figure 2The utility model discloses still disclose a vehicle 2000, it includes electromagnetic active suspension 1000 in any technical scheme above, and still include four height sensors 4, four spring under acceleration sensors 5 and IMU (inertial measurement unit) 6, IMU (inertial measurement unit) 6 is equipped with one and installs in the centroid position of vehicle, four height sensors 4 are respectively arranged at each wheel suspension, four spring under acceleration sensors 5 are respectively arranged in the inboard of each wheel hub, through the distributed layout of four height sensors and spring under acceleration sensors, combine the global attitude perception of centroid IMU (inertial measurement unit), build the multidimensional monitoring network of whole car state. Height sensor real-time detection wheel and the relative displacement of vehicle body, spring under acceleration sensor capture wheel hub vibration spectrum, IMU (inertial measurement unit) provide vehicle body pitch, roll and yaw angular velocity information, and three synergies provide high-precision input signal for suspension control, make the identification accuracy of road excitation improve to 95% or more.

[0043] In some embodiments, the vehicle can also include a separate ECU (Electronic Control Unit) 7 for receiving information from the four height sensors 4, four spring under acceleration sensors 5 and IMU (Inertial Measurement Unit) 6 to millisecond-level coordinated control of the electromagnetic actuator 100 and the magnetorheological shock absorber 200. Through the introduction of a separate ECU and a fuzzy PID algorithm, millisecond-level coordinated control of the electromagnetic actuator and the magnetorheological shock absorber is achieved. The ECU solves the oscillation problem of traditional linear control algorithms in nonlinear systems by dynamically adjusting PID parameters, shortening the settling time of the suspension system to within 50ms. The coordinated control strategy makes the phase difference between the active force and the damping force less than 10°, avoiding force coupling conflicts and reducing the vehicle body vertical acceleration peak to below 0.3g, significantly improving ride comfort.

[0044] In some embodiments, the ECU (Electronic Control Unit) 7 can have a response time of less than 5ms, the active force output range is ±3500N to ±5000N, the damping force adjustment range of the magnetorheological shock absorber 200 is 100N to 5000N, and the phase difference between the damping force and the active force is not more than 10°. Through optimization of the ECU response time and force output range, the suspension system can cover the full working condition requirements from static load to severe impact. The ±5000N active force can offset the impact energy of wheel bounce within 10ms, and the wide-range damping force adjustment of 100-5000N ensures smooth transition from low-speed bumping to high-speed cornering. Strict control of the phase difference further avoids force interference, reducing the energy consumption of the suspension by 20% and prolonging the service life of key components.

[0045] In some embodiments, the vehicle can achieve full frequency domain adaptive control through the electromagnetic active suspension 1000, wherein the low frequency band is dominated by the electromagnetic actuator to adjust the body posture, the medium and high frequency band is dominated by the magnetorheological damper to suppress vibration, and the ECU (Electronic Control Unit) 7 dynamically allocates control weights based on the road excitation frequency. Through the full frequency domain adaptive control by frequency band weight distribution, the performance advantages of the electromagnetic actuator and the magnetorheological damper are maximized. The low frequency band is dominated by the motor to adjust the body posture, and the phenomenon of accelerating lifting and braking nodding is suppressed; the medium and high frequency band is dominated by the magnetorheological damper to absorb road high frequency vibration, and the in-vehicle noise is reduced by more than 6dB. The dynamic weight distribution algorithm adjusts the control strategy in real time according to the IMU signal, so that the adaptability of the vehicle in extreme conditions such as off-road and racing is improved by 40%, and the optimal balance between control and comfort is achieved.

[0046] In addition to the above preferred embodiments, the technical solutions of the utility model are not limited to the above embodiments. It should be pointed out that the combination of the technical solutions of any one embodiment and one or more other embodiments is within the protection scope of the utility model. Although the utility model has been described in detail above by general description and specific embodiments, some modifications or improvements can be made on the basis of the utility model, which is obvious to those skilled in the art. Therefore, these modifications or improvements made on the basis of not deviating from the spirit of the utility model are within the protection scope of the utility model.

Claims

1. An electromagnetic active suspension for connecting the body and wheels of a motor vehicle, characterized in that, It includes an electromagnetic actuator and a magnetorheological damper. The electromagnetic actuator is a linear motor, which includes a permanent magnet cylinder, a primary winding, and a bearing connecting the cylinder and the primary winding. The magnetorheological damper and the linear motor are integrated into the same suspension assembly.

2. The electromagnetic active suspension according to claim 1, characterized in that, The magnetorheological damper has an inverted or single-cylinder structure. The magnetorheological damper includes a piston rod, and the linear motor includes a motor shaft in a cylindrical shape. The motor shaft is connected to the piston rod in a transmission connection.

3. The electromagnetic active suspension according to claim 1, characterized in that, The linear motor operates at a voltage range of 400V to 850V. The primary winding of the linear motor is powered by multiphase AC, and the amplitude and frequency of the input voltage are adjusted by an inverter.

4. The electromagnetic active suspension according to claim 1, characterized in that, It also includes helical springs or air springs, which are arranged coaxially with the linear motor and magnetorheological dampers to form an integrated suspension assembly.

5. The electromagnetic active suspension according to claim 4, characterized in that, The helical spring is sleeved on the outside of the linear motor; or, the air spring is connected to the support structure of the suspension assembly via an airbag.

6. The electromagnetic active suspension according to claim 4, characterized in that, The suspension assembly is applicable to the front and rear suspension systems of passenger vehicles. In the front suspension, the electromagnetic actuator, magnetorheological damper, and coil spring are integrated into a strut assembly. In the rear suspension, the electromagnetic actuator and magnetorheological damper are arranged separately and connected to the vehicle body and wheels through a linkage mechanism.

7. A vehicle, characterized in that, The electromagnetic active suspension according to any one of claims 1 to 6 further includes four height sensors, four unsprung acceleration sensors and an IMU, wherein the IMU is provided and installed at the center of gravity of the vehicle, the four height sensors are respectively provided at the suspension of each wheel, and the four unsprung acceleration sensors are respectively provided inside the hub of each wheel.

8. The vehicle according to claim 7, characterized in that, It also includes a separate ECU that receives information from four height sensors, four unsprung acceleration sensors, and an IMU to perform millisecond-level coordinated control of the electromagnetic actuators and magnetorheological dampers.

9. The vehicle according to claim 8, characterized in that, The ECU has a response time of less than 5ms, an active power output range of ±3500N to ±5000N, a damping force adjustment range of 100N to 5000N for the magnetorheological damper, and a phase difference of no more than 10° between the damping force and the active power.

10. The vehicle according to claim 8, characterized in that, The vehicle achieves full-frequency adaptive control through the electromagnetic active suspension. In the low-frequency range, the electromagnetic actuator dominates the vehicle attitude adjustment, while in the mid-to-high frequency range, the magnetorheological damper dominates the vibration suppression. The ECU dynamically allocates control weights based on the road excitation frequency.

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