Linear motor, actuator and vehicle

Abstract

The application provides a linear motor, an actuator and a vehicle, and relates to the technical field of vehicle suspension systems, wherein the linear motor comprises a stator assembly and a mover assembly; the stator assembly is composed of a stator shell and a stator end seat mounted at the open end of the stator shell, a plurality of armature coils are arranged in the side wall of the stator shell in the axial direction, and the stator end seat and the stator shell jointly form a space for accommodating the mover; the mover assembly comprises a mover shell and an axially arranged permanent magnet, the mover shell is partially inserted into the accommodating space and is in sliding connection with the stator shell to realize relative axial movement; a first elastic member is arranged in the accommodating space and is used for providing a buffering and resetting force in the movement process. The application changes the design of the through-type mover assembly, so that the mover shell is only partially inserted into the stator shell, the first elastic member improves the impact resistance and enhances the buffering effect, and the overall structure is more compact and small, and the performance and volume are superior to those of a traditional linear motor.

Description

Technical Field

[0001] This utility model relates to the field of vehicle suspension system technology, and in particular to a linear motor, actuator and vehicle. Background Technology

[0002] In modern transportation vehicles (such as automobiles, high-speed trains, and industrial platforms), the suspension system is a key component ensuring safety, comfort, and handling. Traditional suspensions generally use hydraulic or pneumatic dampers to absorb vibrations and shocks passively or semi-actively, thereby reducing body sway and tire bounce and improving the overall ride comfort and driving stability. However, this type of suspension is insufficient to effectively handle complex road conditions or scenarios requiring higher suspension performance, such as autonomous driving. To address this, active suspension systems based on linear motors have emerged, offering higher response efficiency and control potential. However, existing linear motors perform poorly in energy buffering and vibration absorption, especially under frequently undulating road conditions, making it difficult to effectively suppress shocks and vibrations. Furthermore, the large size of the motor structure presents challenges for its application in actual vehicle platforms.

[0003] Therefore, how to design a suspension system with strong cushioning and compact structure based on linear motor drive has become an important research question. Utility Model Content

[0004] In view of this, the purpose of this utility model is to provide a linear motor, actuator and vehicle to solve or partially solve the above-mentioned technical problems.

[0005] To achieve the above objectives, this utility model provides a linear motor, comprising:

[0006] The stator assembly includes a stator end seat and a stator housing. A plurality of armature coils are arranged in an axial direction inside the side wall of the stator housing. The stator end seat is disposed at one open end of the stator housing and together with the stator housing forms an accommodating space.

[0007] The mover assembly includes a mover housing and permanent magnets. A plurality of permanent magnets are arranged axially inside the mover housing. At least a portion of the mover housing is located within the receiving space and is slidably connected to the stator housing so as to move axially relative to the stator housing under the electromagnetic action of the armature coil and the permanent magnets.

[0008] The space between the stator end seat and the mover housing is provided with a first elastic member.

[0009] Optionally, one end face of the stator end seat near the stator housing is recessed into the stator end seat along the axial direction of the mover housing to form a recessed seat wall, and the first elastic member is located in the receiving space between the recessed seat wall and the mover housing.

[0010] Optionally, the bottom wall of the recessed seat wall is a mounting plane, and the end of the first elastic member away from the moving part housing is fixedly connected to the mounting plane.

[0011] Optionally, the recessed seat wall includes a bottom wall and an circumferential side wall surrounding the bottom wall. A mounting plate is also provided in the space formed by the bottom wall and the circumferential side wall, and the mounting plate is parallel to the bottom wall. The circumferential side wall of the recessed seat wall is also provided with a mounting ring groove that is fitted with the mounting plate. The end of the first elastic member away from the moving part housing is fixedly connected to the mounting plate.

[0012] Optionally, the mounting plate and the mounting ring groove are rotatably connected, and the first elastic member rotates with the mounting plate.

[0013] Optionally, the diameter of the recessed seat wall gradually decreases in the direction from the moving part housing to the stator end seat.

[0014] Optionally, the mounting plate has a hollow structure.

[0015] Optionally, one end of the first elastic member is fixed to the stator end seat, and the other end is fixed to the mover housing; or,

[0016] One end of the first elastic member is connected to the stator end seat / moving element housing; or,

[0017] The first elastic member is fixed to the inner wall of the stator housing in the accommodating space.

[0018] Optionally, the mover assembly further includes a piston ring sleeved around the periphery of the mover housing, and there is an annular air gap between the mover housing and the stator housing; the piston ring is located in the annular air gap and is used to seal the annular air gap, so as to form a sealed air chamber with the stator end seat, the stator housing and the mover housing, and the first elastic member is located in the sealed air chamber.

[0019] Optionally, the stator housing and / or the mover housing are provided with position sensors, and the stator end seat is provided with a data port electrically connected to the position sensors.

[0020] Based on the same concept, this application also provides an actuator, comprising:

[0021] A linear motor, wherein the linear motor is any of the linear motors described above;

[0022] The second elastic member is sleeved around the linear motor, with one end connected to the stator housing and the other end connected to the mover housing.

[0023] Based on the same concept, this application also provides a vehicle, including: a suspension system;

[0024] The suspension system includes the aforementioned actuator, and the stator end seat is provided with a first connecting portion on the side away from the stator housing; the mover housing is provided with a second connecting portion on the end away from the stator end seat;

[0025] The main suspension component, including the lower control arm;

[0026] In this configuration, one of the first connecting part and the second connecting part is connected to the vehicle body, and the other is connected to the lower fork arm.

[0027] As can be seen from the above description, the linear motor provided by this utility model includes a stator assembly and a mover assembly. The stator assembly consists of a stator housing and a stator end seat disposed at its open end. Several armature coils are arranged axially within the side wall of the stator housing. The stator end seat and the stator housing together form a receiving space for accommodating the mover. The mover assembly includes a mover housing and an axial permanent magnet disposed within it. At least a portion of the mover housing is located within the receiving space and is slidably connected to the stator housing, enabling axial movement relative to the stator housing. Furthermore, a first elastic member is provided within the receiving space between the stator end seat and the mover housing. This application changes the through-type mover assembly structure, where only one end of the mover housing is inserted into the stator housing. Simultaneously, a first elastic member is provided within the receiving space, providing effective buffering and restoring force during the movement of the mover assembly. This not only improves the motor's impact resistance but also makes the overall structure more compact and integrated, offering superior buffering effect and a smaller size compared to traditional motor structures. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of the principle of a linear motor;

[0030] Figure 2 This is a schematic diagram of the structure of a linear motor according to an embodiment of this application;

[0031] Figure 3 This is a cross-sectional structural diagram of a linear motor according to an embodiment of this application;

[0032] Figure 3a This is an enlarged cross-sectional view of a linear motor according to an embodiment of this application.

[0033] Figure 3b This is a schematic diagram of the cross-sectional annular air gap structure of a linear motor according to an embodiment of this application;

[0034] Figure 4 This is a schematic diagram of the structure of an actuator according to an embodiment of this application;

[0035] Figure 5 This is a partial structural schematic diagram of a suspension system according to an embodiment of this application;

[0036] Figure 6 This is a schematic diagram of the installation of the first elastic component structure of a linear motor according to an embodiment of this application;

[0037] Figure 7 This is a schematic diagram of another structural installation of the first elastic member of a linear motor according to an embodiment of this application.

[0038] Explanation of reference numerals in the attached figures:

[0039] 1. Stator assembly; 11. Stator housing; 111. Outer housing; 112. Inner housing; 113. Annular armature slot; 114. Annular guide; 12. Stator end seat; 121. End cover; 122. Terminal block; 123. Terminal port; 123a. Data port; 124. Recessed seat wall; 124a. Bottom wall; 124b. Circumferential side wall; 124c. Mounting plate; 124d. Mounting ring slot; 13. Armature coil; 2. Moving 21. Moving part assembly; 22. Permanent magnet; 3. Piston ring; 31. Annular air gap; 32. Sealed air chamber; 4. Buffer seat; 5. Second elastic member; 51. First bracket; 52. Second bracket; 6. First connecting part; 7. Second connecting part; 8. Lower fork arm; 9. Upper fork arm; 10. Steering knuckle; 100. First elastic member; 101. Guide rail component; 102. Iron core; 102a. Iron core slot; 103. Magnetic field. Detailed Implementation

[0040] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0041] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this utility model should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the term encompasses the elements or objects listed following the term and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0042] As described in the background section, in modern transportation vehicles (such as automobiles, high-speed trains, and industrial platforms), the suspension system, as a flexible structure connecting the vehicle body and the ground, is primarily responsible for absorbing road impacts, suppressing vehicle body sway, and maintaining vehicle posture. It is a key system for ensuring driving safety, comfort, and handling. Most existing mainstream suspensions use hydraulic or pneumatic dampers. These structures passively absorb impacts by dissipating energy through the flow of internal liquid or compressed gas during vibration. While they offer good vibration reduction, the adjustment of these dampers relies on the flow of physical media, resulting in slow response speeds and an inability to achieve real-time adjustment. Furthermore, most hydraulic or pneumatic dampers are fixed dampers; the damping force is preset and constant, not automatically changing with variations in speed, acceleration, or load. Therefore, they cannot dynamically adjust the damping force based on real-time conditions when facing different road conditions or usage scenarios, resulting in limited adjustment capabilities, difficulty in matching suspension requirements under complex conditions, and low control precision. Additionally, hydraulic / pneumatic components are numerous, making installation complex and maintenance costs high.

[0043] To address the aforementioned issues, active suspension systems based on linear motors have gradually gained attention. A linear motor is an electromagnetic drive device that can directly output linear displacement. Compared to the traditional rotary motor combined with a lead screw mechanism, it offers advantages such as high transmission efficiency and simple structure. Specifically, a traditional linear motor includes a stator assembly 1 and a mover assembly 2. The stator assembly 1 includes an armature coil 13, and the mover assembly 2 includes a permanent magnet 22. The mover assembly 2 is located within the stator assembly 1. The stator assembly 1 also includes an iron core 102, which has multiple core slots 102a along its axial direction. Each core slot 102a contains an armature coil 13, and the multiple armature coils 13 are connected according to a certain pattern to form an armature winding, which is the circuit part of the DC motor. The mover assembly 2 also includes a guide rail component 101 (such as a guide rod), which extends through the beginning and end of the stator assembly 1 and is slidably connected to it. Multiple annular permanent magnets 22 are mounted around the guide rail component 101 and arranged along its axial direction. Figure 1 As shown, when the armature coil 13 is energized, the generated magnetic field 103 interacts with the permanent magnet 22 of the mover assembly 2, generating thrust and causing the mover assembly 2 to move in a straight line. Since it is a synchronous motor, the speed of the mover is synchronized with the rotational speed of the stator's magnetic field 103, thus enabling precise position and speed control. Therefore, applying a linear motor to a vehicle's suspension system allows for active control of the suspension (forming an active power suspension system), not only improving the suspension's response speed but also precisely controlling travel, speed, and acceleration, thereby significantly enhancing dynamic performance and terrain adaptability.

[0044] However, the applicant found that although the introduction of a linear motor into the suspension system solved the problems of slow response speed and low control accuracy of hydraulic or pneumatic dampers in traditional suspension structures, existing linear motors still have the problems of large structural volume and insufficient buffering under complex road conditions. Specifically, the thrust of the linear motor comes from the electromagnetic interaction between the armature coil 13 of the stator assembly 1 (located in the iron core slot 102a) and the magnetic field 103 of the permanent magnet 22 of the mover assembly 2. For the active power suspension, it is necessary to increase the thrust of the existing linear motor. In order to increase the thrust, it is necessary to increase the electromagnetic interaction area, that is, by increasing the size of the iron core 102 to accommodate a sufficient number of armature coils 13 and provide a complete magnetic circuit. The length of the corresponding guide rail component 101 will also increase accordingly, or the coil stroke will be lengthened to ensure that the armature coil 13 is always in the effective magnetic field 103 area during the entire operation. Therefore, when the existing linear motor is applied to the vehicle's suspension system, there is a problem of large structural volume, that is, it is difficult to install it in the compact suspension space of the vehicle.

[0045] Furthermore, traditional linear motors typically employ a through-type mover assembly 2 structure, where the mover assembly 2 runs through the entire stator assembly 1 and is supported and positioned via bearings or guide structures at both ends. While this structure simplifies the layout of the electromagnetic drive system and facilitates precise drive control, it also introduces significant drawbacks. Because the mover assembly 2 is internally continuous, no internal buffer space can be reserved, making it impossible to integrate effective buffer mechanisms or energy dissipation components within the motor body. Specifically, when facing complex and undulating road conditions, traditional linear motors, being inherently rigid electromagnetic drive systems lacking flexible energy-dissipating structures, cannot dissipate vibration energy through structural deformation or medium compression like traditional hydraulic or spring damping devices when encountering continuous high-frequency vibration input. This often results in the vibration being directly transmitted to the vehicle body, leading to a decrease in overall vehicle comfort. For sudden, high-amplitude impacts, although the electronic control system can perform feedback control based on sensor signals, its control actions are limited by the sampling period and algorithm response delay, making it difficult to respond promptly to the impact peak and unable to replace the inherent buffering effect of the mechanical structure.

[0046] To address the aforementioned issues of large size and poor buffering performance in linear motors, the applicant proposes a linear motor structure with a compact design and high buffering performance. The applicant discovered that the traditional through-type mover assembly 2 structure of a linear motor can be modified into a non-through-type design. Specifically, only one end of the mover assembly 2 is inserted into the stator assembly 1. Within this insertion area, the inner walls of the mover assembly 2 and the stator assembly 1, along with the end-mount structure, jointly enclose a cavity structure. A first elastic member 100 can be installed within this cavity to provide flexible resistance, effectively absorbing kinetic energy, mitigating impact, and compensating for the excessive rigidity of electromagnetic drives.

[0047] Meanwhile, by integrating the first elastic component 100 inside the motor body instead of adding it externally, the structural bulkiness caused by traditional external buffer structures is avoided, making the overall structure of the motor more compact, more integrated, and easier to adapt to the limited suspension space of modern vehicles.

[0048] The following is in conjunction with the appendix Figures 2-7 The embodiments of this application will be described in detail below.

[0049] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a , Figure 3b , Figure 6 and Figure 7 As shown, a linear motor includes:

[0050] The stator assembly 1 includes a stator end seat 12 and a stator housing 11. The stator housing 11 has a plurality of armature coils 13 arranged in an axial direction in the side wall. The stator end seat 12 is disposed at an open end of the stator housing 11 and together with the stator housing 11 forms an accommodating space.

[0051] The mover assembly 2 includes a mover housing 21 and permanent magnets 22. A plurality of permanent magnets 22 are arranged axially inside the mover housing 21. At least part of the mover housing 21 is located in the receiving space and is slidably connected to the stator housing 11 so as to move axially relative to the stator housing 11 under the electromagnetic action of the armature coil 13 and the permanent magnets 22.

[0052] The first elastic member 100 is provided in the accommodating space between the stator end seat 12 and the mover housing 21.

[0053] The stator assembly 1 of the linear motor is its stationary part, and its main function is to drive the rotor assembly 2 to move linearly along the axial direction by generating an alternating electromagnetic field 103. The stator housing 11 is usually made of a rigid, heat-resistant metal material (such as aluminum alloy or stainless steel), and multiple armature coils 13 are embedded in its side walls. For example, the side walls of the stator housing 11 are hollow structures with multiple armature slots, each containing one armature coil 13. Furthermore, the outer surface of the housing can be designed with heat dissipation structures, such as heat sinks or water-cooling channels, to help reduce the operating temperature and improve the efficiency and lifespan of the motor. In addition, the multiple armature coils 13 are arranged axially along the stator housing 11, and each armature coil 13 is typically a three-phase winding made of insulated copper wire. The stator housing 11 has a cylindrical structure. The stator end seat 12 is installed at one open end of the stator housing 11 to form an accommodating space with the stator housing 11. It can also shield stray magnetic flux and prevent foreign objects from entering. Optionally, the other open end of the stator housing 11 is provided with an annular guide 114 to guide the stator assembly 1 through and into the aforementioned accommodating space.

[0054] The mover assembly 2 is the moving part of the linear motor, which reciprocates axially via electromagnetic thrust under the excitation of the armature coil 13. The mover housing 21 is made of lightweight, high-strength materials (such as carbon steel, aluminum alloy, or engineering plastic composite materials) to ensure sufficient mechanical strength during movement, and the weight does not affect the movement. Multiple permanent magnets 22 are arranged axially within the mover housing 21. For example, the mover housing 21 is designed with multiple mounting slots for the permanent magnets 22 to fix them. To optimize the magnetic field 103 distribution and increase the thrust density, the multiple permanent magnets 22 can be arranged in an alternating NS pattern to enhance the magnetic flux density and the uniformity of the magnetic field 103. In addition, to prevent oxidation of the permanent magnets 22 in humid or oxidizing environments, a protective coating, such as an anti-corrosion coating or plating, needs to be applied to their surface to improve their weather resistance and service life. Meanwhile, multiple permanent magnets 22 should be encapsulated inside the moving part housing 21, which not only provides physical isolation and mechanical protection, but also effectively prevents external impacts and impurities from entering.

[0055] For example, the stator end seat 12 and the stator housing 11 can be rigidly fixed by bolt connection or interference fit. Optionally, when using interference fit, the outer diameter of the insertion end of the stator end seat 12 is slightly larger than the mating hole diameter of the stator housing 11. During installation, it is pressed in by cold shrinkage or thermal expansion, so that it can achieve a tight connection by material elasticity and interface friction. This not only improves airtightness and mechanical strength, but also effectively prevents loosening and falling off caused by high-frequency vibration or thermal expansion and contraction. At the same time, positioning pins or stop structures can be set between the contact surfaces to further enhance the connection accuracy and shear resistance, thereby ensuring that the overall structure of the motor still has good connectivity under conditions such as high-speed operation and frequent start and stop.

[0056] For example, to ensure the normal operation of the armature coil 13 in the stator assembly 1, the armature coil 13 needs to be connected to an external drive control system. Optionally, the external drive control system can be a vehicle controller, a motor driver, or other electronic control unit with speed and voltage regulation functions. This system can adjust the magnitude and direction of the output current in real time according to the vehicle's operating status, thereby driving the armature coil 13 to generate a time-varying magnetic field 103, achieving dynamic excitation. In specific applications, the mover assembly 2 is equipped with multiple permanent magnets 22, whose magnetic field 103 is a constant magnetic field 103, while the armature coil 13 of the stator assembly 1 generates an alternating magnetic field 103 under the drive of the external control system. The two interact to form a controllable electromagnetic thrust. By dynamically adjusting the current parameters of the armature coil 13, not only the magnitude of the thrust can be changed, but also the direction of the thrust can be adjusted, thereby achieving efficient drive control performance and meeting the response requirements of the equipment under different operating conditions.

[0057] For example, the first elastic member 100 may be a spring, a bellows or a highly elastic rubber pad, etc., with one end fixed to the stator end seat 12 and the other end abutting against the end of the mover housing 21, for providing buffering, limiting or resetting function when the mover assembly 2 runs to the boundary.

[0058] This embodiment is illustrated by taking the motion performance of the first elastic member 100 during linear motor driving as an example. The electromagnetic interaction between the armature coil 13 and the permanent magnet 22 drives the mover housing 21 to slide back and forth inside the stator housing 11, forming a linear drive. Specifically, during motor operation, optionally, one end of the first elastic member 100 is fixed to the inner side of the stator end seat 12, and the other end abuts against the end face of the mover housing 21. When the motor is energized, the mover assembly 2 reciprocates along the axial direction under the drive of electromagnetic force, causing the first elastic member 100 to periodically compress and recover. When the mover assembly 2 moves toward the stator end seat 12, the first elastic member 100 is compressed and stores energy; when the mover assembly 2 decelerates or the electromagnetic force is removed, the first elastic member 100 releases elastic potential energy to push the mover assembly 2 back or reduce its impact. The first elastic member 100 not only prevents the mover assembly 2 from hitting the structural boundary and causing damage during the entire movement process, but also improves the running stability of the motor.

[0059] In addition, the stator end seat 12 and the stator housing 11 are sealed together to form a closed magnetic flux path. If an air chamber is designed, air pressure buffering can also be achieved.

[0060] The linear motor provided in this embodiment includes a stator assembly 1 and a mover assembly 2. The stator assembly 1 consists of a stator housing 11 and a stator end seat 12 disposed at its open end. The side wall of the stator housing 11 is provided with a plurality of armature coils 13 arranged in the axial direction. The stator end seat 12 and the stator housing 11 together form a receiving space for accommodating the mover assembly 2. The mover assembly 2 includes a mover housing 21 and an axial permanent magnet 22 disposed therein. At least a part of the mover housing 21 is located in the receiving space and is slidably connected to the stator housing 11 to realize axial movement relative to the stator housing 11. On this basis, a first elastic member 100 is provided in the receiving space between the stator end seat 12 and the mover housing 21. This application changes the through-type mover assembly 2 structure, that is, only one end of the mover housing 21 is inserted into the stator housing 11, and a first elastic member 100 is provided in the accommodating space, so that the mover assembly 2 provides effective buffering and restoring force during movement. This not only improves the impact resistance of the motor, but also makes the whole structure more compact and integrated. Compared with the traditional motor structure, it has better buffering effect and smaller size.

[0061] In some embodiments, such as Figure 3 , Figure 3a , Figure 3b and Figure 6 As shown, the stator end seat 12 is recessed into the stator end seat 12 along the axial direction of the mover housing 21 to form a recessed seat wall 124, and the first elastic member 100 is located in the accommodating space between the recessed seat wall 124 and the mover housing 21.

[0062] For example, the recessed seat wall 124 can be formed into two sections by integral casting or machining of the stator end seat 12 and then combined. Optionally, its inner side can be provided with a recessed structure specifically for accommodating the first elastic member 100. One end of the first elastic member 100 is securely embedded in the recessed structure, and the other end abuts against the end face of the mover housing 21.

[0063] For example, the shape of the recessed seat wall 124 can be optimized according to the type of the first elastic member 100 and the installation requirements, such as using an annular stepped structure, a conical transition, or a grooved cavity. Specifically, if a metal compression spring is used, guide posts or limiting ribs can be added to avoid eccentricity during compression; if a rubber or bellows-type elastomer is used, a snap-fit ​​structure or nested tongue can be designed to ensure stable engagement with the seat wall. For structures such as air springs, a gas channel or air supply interface must also be reserved.

[0064] For example, the recessed seat wall 124 can be made of a rigid and impact-resistant material such as aluminum alloy or stainless steel. It should be noted that when installing the first elastic member 100, it is necessary to ensure that it is coaxial, without eccentricity or jamming, to ensure that its action is uniform and effective.

[0065] In this embodiment, one end face of the stator end seat 12 near the stator housing 11 is recessed inward along the axial direction of the mover housing 21 to form a recessed seat wall 124. The first elastic member 100 is disposed in the receiving space between the recessed seat wall 124 and the mover housing 21. This embodiment effectively utilizes the internal space of the structure by forming a recessed space in the stator end seat 12 to accommodate the first elastic member 100, making the overall motor structure more compact, which helps to reduce the overall size and improve the integration.

[0066] In some embodiments, such as Figure 3 , Figure 3a , Figure 3b and Figure 6 As shown, the bottom wall 124a of the recessed seat wall 124 is a mounting plane, and the end of the first elastic member 100 away from the moving part housing 21 is fixedly connected to the mounting plane.

[0067] For example, the mounting plane serves as a fixed reference surface for the first elastic member 100, providing both connection and support. Specifically, the bottom wall 124a of the recessed seat wall 124 can be precision machined to form a flat platform, and structural details such as threaded holes, positioning grooves, or mounting holes are pre-reserved according to the type and installation method of the first elastic member 100. Furthermore, the mounting plane and the stator end seat 12 are typically integrally formed, possessing high rigidity and preventing displacement and deformation during stress.

[0068] For example, the mounting plane should be slightly larger than the bottom of the first elastic member 100 to ensure sufficient support and avoid local stress concentration caused by edge suspension. Furthermore, to prevent the first elastic member 100 from rotating or shifting during frequent compression and reset, anti-rotation structures such as limiting grooves, anti-slip teeth, or guide posts can be designed on the mounting plane. Additionally, some ends of the first elastic member 100 may have perforated collars or molded flange structures for easy screw installation and fixation.

[0069] For example, the mounting surface can be made of materials with high fatigue life and high resilience, such as 65Mn spring steel, polyurethane, silicone rubber, etc., to adapt to high-frequency reciprocating working conditions.

[0070] In this embodiment, the bottom wall 124a of the recessed seat wall 124 is set as a mounting plane, and the end of the first elastic member 100 away from the mover housing 21 is fixedly connected to the mounting plane. By setting a stable mounting plane, this embodiment provides a reliable mounting reference for the first elastic member 100, ensuring that it maintains stable force and precise guidance during movement. This not only helps to improve the consistency of the buffering effect and the response efficiency, but also further enhances the compactness and ease of assembly of the overall structure, and improves the reliability and durability of the linear motor under complex working conditions.

[0071] In some embodiments, such as Figure 3 , Figure 3a , Figure 3b , Figure 6 and Figure 7 As shown, the recessed seat wall 124 includes a bottom wall 124a and an circumferential side wall 124b surrounding the bottom wall 124a. A mounting plate 124c is also provided in the space formed by the bottom wall 124a and the circumferential side wall 124b. The mounting plate 124c is parallel to the bottom wall 124a. The circumferential side wall 124b of the recessed seat wall 124 is also provided with a mounting ring groove 124d that is fitted to the mounting plate 124c. The end of the first elastic member 100 away from the moving part housing 21 is fixedly connected to the mounting plate 124c.

[0072] For example, the recessed seat wall 124 is formed into a regular cavity by integral casting, and its bottom wall 124a and circumferential side wall 124b form an integral structure. The circumferential side wall 124b is provided with a mounting annular groove 124d, which is optionally generally a circular or square groove, for positioning the mounting plate 124c. The mounting plate 124c serves as the mounting base for the first elastic member 100 and is securely connected to the annular groove through snap-fit, threaded engagement, or spring-loaded positioning.

[0073] For example, the first elastic member 100 is installed at the center of the mounting plate 124c, with one end fixed by screws, hooks, or adhesive bonding, and the other end facing the moving part housing 21, directly or indirectly contacting the end face of the moving part housing 21 to form an elastic buffer path. Meanwhile, to enhance structural stability and assembly convenience, the mounting plate 124c can also be designed as a composite structure with guide posts, limit rings, or reinforcing ribs, and multiple mounting holes can be pre-set to accommodate different arrangement requirements.

[0074] For example, the first elastic member 100 may be a single compression spring, an array of bellows, a layered rubber column, a gas-liquid composite spring, etc., or may even be embedded with an inductive pressure sensor or a limit switch to realize intelligent detection and feedback of the elastic state.

[0075] In addition, to improve vibration isolation and noise reduction, rubber pads or damping layers can be added to the bottom of the mounting plate 124c to optimize the stability of the buffer.

[0076] In this embodiment, the recessed seat wall 124 includes a bottom wall 124a and a circumferentially arranged circumferential side wall 124b. A mounting plate 124c parallel to the bottom wall 124a is disposed within the space formed by the bottom wall 124a and the circumferential side wall 124b. A mounting annular groove 124d that mates with the mounting plate 124c is formed on the circumferential side wall 124b. The end of the first elastic member 100 away from the moving part housing 21 is fixedly connected to the mounting plate 124c. This embodiment achieves stable installation and accurate positioning of the first elastic member 100 through the cooperation between the mounting annular groove 124d and the mounting plate 124c, effectively preventing loosening or displacement during movement and improving the stability of the buffer.

[0077] In some embodiments, such as Figure 3 , Figure 3a , Figure 3b , Figure 6 and Figure 7 As shown, the mounting plate 124c and the mounting ring groove 124d are rotatably connected, and the first elastic member 100 rotates with the mounting plate 124c.

[0078] For example, the outer edge of the mounting plate 124c is provided with a plurality of circumferentially arranged protruding teeth or rotating trunnions, and the groove wall of the mounting ring groove 124d is provided with a guide groove or shaft hole that mates with it. During the installation process, after the mounting plate 124c is inserted into the mounting ring groove 124d along the axial direction, it can rotate around the central axis at a certain angle to achieve rotational engagement and locking. In addition, in order to ensure the stability after rotation, a limiting protrusion or a locking structure is provided at the end position of the mounting ring groove 124d to limit the rotation end point of the mounting plate 124c.

[0079] In this embodiment, the mounting plate 124c and the mounting ring groove 124d are rotatably connected, allowing the mounting plate 124c to rotate about an axis relative to the recessed seat wall 124. The first elastic member 100 rotates synchronously with the mounting plate 124c. This embodiment makes the angle of the first elastic member 100 adjustable, thereby flexibly changing the force direction of the first elastic member 100 according to actual working conditions, achieving a multi-angle buffering effect, further improving the buffering capacity and adaptability of the linear motor under complex loads or non-axial impacts, and enhancing the motor's flexible response and overall reliability.

[0080] In some embodiments, such as Figure 3 , Figure 3a , Figure 3b and Figure 7 As shown, the diameter of the recessed seat wall 124 gradually decreases in the direction from the moving part housing 21 to the stator end seat 12.

[0081] For example, the circumferential sidewall 124b of the recessed seat wall 124 can be an inner conical surface or an arc-shaped contraction structure. Its inner diameter changes continuously or decreases in segments along the movement direction of the mover assembly 2, forming a cavity contraction feature from large to small. This not only enhances the structural compactness, but also provides a natural guiding function as the mover assembly 2 approaches the end seat, reducing the risk of eccentricity during lateral sway or impact.

[0082] For example, the specific diameter change angle can be a cone angle of 2° to 15°, which ensures a smooth transition of the buffer path while maintaining a compact structure.

[0083] In this embodiment, the diameter of the recessed seat wall 124 gradually decreases in the direction from the mover housing 21 to the stator end seat 12, forming an inward-shrinking structure. This embodiment uses the gradually shrinking inner wall contour to limit and guide the movement path of the mover assembly 2 and the first elastic member 100, effectively preventing deviation or swaying, enhancing its stability and positioning accuracy during axial movement, and simultaneously improving the uniformity of force on the first elastic member 100.

[0084] In some embodiments, such as Figure 3 , Figure 3a , Figure 3b and Figure 7 As shown, the mounting plate 124c has a hollow structure.

[0085] For example, the perforation can be achieved using arrays of circular holes, strip-shaped through holes, honeycomb grids, or H-shaped symmetrical windows. It is important to note that the holes should be placed away from high-stress areas of the panel, and it is recommended to control the perforation rate between 30% and 60% to balance weight reduction and structural strength.

[0086] For example, the perforated area can be used to integrate additional modules such as nested sensors, gas distributors, or buffer membranes. Additionally, during the compression of the first elastic member 100, the openings can form micro-airflow channels, facilitating rapid gas release and heat dissipation.

[0087] In this embodiment, the mounting plate 124c has a hollow structure. By providing multiple through holes or window areas on the mounting plate 124c, this embodiment effectively reduces the weight of the components and lightens the load on the motor while ensuring installation strength and stability. It also improves the motion response speed and energy efficiency of the mover assembly 2, while facilitating air circulation and heat dissipation, further enhancing the overall performance of the linear motor.

[0088] In some embodiments, such as Figure 3 , Figure 3a , Figure 3b , Figure 6 and Figure 7 As shown, one end of the first elastic member 100 is fixed to the stator end seat 12, and the other end is fixed to the mover housing 21; or,

[0089] One end of the first elastic member 100 is connected to the stator end seat 12 / moving housing 21; or,

[0090] The first elastic member 100 is fixed to the inner wall of the stator housing 11 in the accommodating space.

[0091] For example, depending on the connection method of the first elastic member 100, it can be mainly divided into three forms: double-end fixed structure, single-end connected structure and sidewall fixed structure.

[0092] Among them, the double-end fixed structure achieves rigid fixation of the first elastic member 100 by setting connecting parts (such as mounting plate 124c, limit block or prefabricated screw) on both sides of the stator end seat 12 and the mover housing 21, which is suitable for high-speed operation and high-frequency vibration scenarios; the single-end connection structure adopts a combination of fixed and sliding, hinge and other flexible methods, which can adapt to a certain range of drift or degree of freedom changes; while the side wall fixed structure arranges multiple first elastic members 100 on the inner wall of the stator housing 11 to form a uniformly distributed buffer layout.

[0093] For example, the double-ended fixed structure requires an anti-rotation structure or positioning pin at the fixing point to ensure that the spring works stably and does not rotate or dislodge; in the single-ended connection structure, the first elastic member 100 can be a flexible material such as a rubber sheet or a bellows, and its free end is usually equipped with a guide device to prevent deflection and jamming; for the side wall fixed form, a pre-reserved groove snap-in or nested press-fit method is often used for fixing, and the component type can be a spring column, foam pad or silicone block, which is easy to adjust and replace during installation.

[0094] In this embodiment, one end of the first elastic member 100 can be fixed to the stator end seat 12, and the other end can be fixed to the mover housing 21; or only one end can be connected to the stator end seat 12 or the mover housing 21; or the entire member can be fixed to the inner wall of the stator housing 11 in the accommodating space. This embodiment enhances the flexibility and adaptability of the buffer system by providing multiple installation methods for the first elastic member 100, making it easier to optimize the connection method according to different working conditions and achieve more effective energy absorption and release.

[0095] In some embodiments, such as Figure 3 , Figure 3a , Figure 3b , Figure 6 and Figure 7 As shown, the mover assembly 2 also includes a piston ring 3 sleeved around the mover housing 21. There is an annular air gap 31 between the mover housing 21 and the stator housing 11. The piston ring 3 is located in the annular air gap 31 and is used to seal the annular air gap 31, so as to form a sealed air chamber 32 with the stator end seat 12, the stator housing 11 and the mover housing 21. The first elastic member 100 is located in the sealed air chamber 32.

[0096] It is important to note that the spatial relationship between the stator assembly 1 and the mover assembly 2 is a core design element of the linear motor. The stator housing 11 and the stator end mount 12 constitute the space for the movement of the mover assembly 2. A portion of the mover housing 21 is embedded in this space and tightly coupled with the armature coil 13, but a certain air gap must be maintained. For example, in this embodiment, the air gap size generally needs to be maintained in the range of 0.5~5.0 mm to avoid coupling loss or mechanical interference. An air gap that is too large or too small will affect the motor performance. An excessively large air gap will reduce the thrust output, while an excessively small air gap may lead to mechanical interference or overheating.

[0097] The piston ring 3, as a key sealing component, is fixedly fitted around the outer periphery of the mover housing 21 and located within the annular air gap 31 between the mover housing 21 and the stator housing 11. Its outer diameter needs to be slightly larger than the inner diameter of the stator housing 11, while its inner diameter fits tightly against the mover housing 21. The piston ring 3 has a continuous annular design and good circumferential elasticity, allowing it to fit tightly against the inner wall of the stator housing 11 during press-fitting, thus forming an effective radial seal. To prevent axial movement, the piston ring 3 is typically embedded in a mounting groove provided in the mover housing 21. Furthermore, its material is selected from metallic elastic materials or high-performance self-lubricating materials, ensuring that the mover assembly 2 maintains structural stability and reliable sealing even in motion, blocking gas flow between the mover and stator, and achieving a dual function of structural isolation and gas sealing.

[0098] During operation, the piston ring 3 moves together with the mover assembly 2. Its inner side is tightly fitted with the mover housing 21, while its outer side maintains a slight gap or sliding fit with the inner wall of the stator housing 11, allowing the mover assembly 2 to move freely in the axial direction while blocking gas flow. In this state, the piston ring 3 exhibits either rigid or frictional following behavior. To cope with dimensional changes caused by temperature rise or centrifugal force, it has a certain radial floating capability, maintaining good fit even with minor deformations. Meanwhile, a lubricating film or self-lubricating material is permanently provided in the contact area with the stator housing 11, effectively reducing frictional wear and heat accumulation, ensuring long-term stable operation.

[0099] The annular air gap 31 between the mover housing 21 and the stator housing 11, after being sealed by the piston ring 3, together with the stator end seat 12 and the mover housing 21, forms a cylindrical sealed air chamber 32. This air chamber is structurally compact, axially distributed, and located precisely in the area between the moving and stationary parts, possessing a highly sealing structure to prevent gas leakage. During the reciprocating motion of the mover assembly 2 relative to the stator assembly 1, especially when the stator assembly 1 moves towards the end closer to the stator end seat 12, the gas medium within the sealed air chamber 32 provides elastic support and shock absorption for the mover assembly 2, improving overall operational stability. Simultaneously, the gas medium within the sealed air chamber 32 prevents the mover assembly 2 from entering the inefficient or ineffective electromagnetic region near the stator end seat 12, and also isolates dust, moisture, and other impurities from the external environment from penetrating into internal precision components. Furthermore, this structural form provides a good physical spatial basis for the subsequent introduction of specific gas media.

[0100] Specifically, an inert gas with insulating properties (such as nitrogen) can be injected into the sealed gas chamber 32 to prevent electrical breakdown. Alternatively, the inert gas can be introduced into the gas chamber through a pre-set injection port on the stator end cap 12 or stator housing 11. This can be achieved using a one-time inflation and sealing structure, or by configuring an adjustable valve to control the injection port. It is worth noting that inert gas filling is typically performed after the linear motor is assembled and before leaving the factory, but it can also be replenished or replaced during operation and maintenance.

[0101] This embodiment introduces a piston ring 3, located between the stator housing 11 and the rotor housing 21. This piston ring 3 does not occupy additional space and continuously seals the annular air gap 31 between the rotor housing 21 and the stator housing 11, thereby constructing a dynamically sealed air chamber structure between the stator housing 11, the stator end seat 12, and the rotor housing 21. This air chamber not only effectively prevents air or dust from entering the motor but also provides elastic support and shock absorption during the operation of the rotor assembly 2, improving overall stability. Simultaneously, a first elastic member 100 is provided within the air chamber, working in conjunction with the sealed air chamber 32 to achieve a double buffering effect.

[0102] In some embodiments, such as Figure 3 , Figure 3a , Figure 3b and Figure 4 As shown, position sensors are provided on the stator housing 11 and / or the mover housing 21, and the stator end seat 12 is provided with a data port 123a that is electrically connected to the position sensors.

[0103] For example, the position sensor is arranged on the surface or inner wall of the stator housing 11 and / or the mover housing 21, and is fixed by a bracket or welding to ensure that it can accurately sense the displacement changes of the mover. The signal line of the position sensor also follows the wiring of the stator end seat 12 to ensure the reliability and stability of signal transmission.

[0104] For example, the position sensor may be of the type magnetoresistive, Hall effect or photoelectric encoder, and can be flexibly configured according to the required accuracy and installation space.

[0105] In addition, data port 123a can be a multi-pin socket type or a waterproof connector, supporting quick plugging and unplugging and having good vibration resistance, facilitating daily maintenance and replacement. Meanwhile, data port 123a can be equipped with a protective cover or sealant to prevent dust and moisture intrusion.

[0106] This embodiment achieves real-time monitoring and data acquisition of the mover position by setting a position sensor; combined with data port 123a, it facilitates information transmission and system integration, can provide timely feedback on operating status, effectively assist the control system in dynamic adjustment and fault early warning, and improve the operating safety of the linear motor.

[0107] In some embodiments, such as Figure 3 , Figure 3a , Figure 3b , Figure 6 and Figure 7 As shown, a buffer seat 4 is sleeved around the end of the moving part housing 21 away from the stator end seat 12 to limit its axial travel relative to the stator housing 11.

[0108] The end furthest from the stator end seat 12 is located at the end of the mover's movement path. The buffer seat 4 is typically made of a material with elastic or energy-absorbing properties (silicone or natural rubber), and is fixedly fitted around the periphery of the mover housing 21. By contacting the end of the stator housing 11, it achieves physical travel limitation and buffering. For example, the end of the stator housing 11 can also be provided with a buffer groove that cooperates with the buffer seat 4. When the mover assembly 2 is at the end of the movement path, the buffer seat 4 also enters the buffer groove, which can further reduce the impact force.

[0109] When the armature coil 13 drives the mover assembly 2 to reciprocate, the mover assembly 2 may be at risk of overshoot due to control abnormalities or sudden load changes. To address this, a buffer seat 4 is provided at the end of the mover housing 21. When the mover assembly 2 moves to its maximum designed stroke, the buffer seat 4 first comes into contact with the stator housing 11, absorbing the end kinetic energy and preventing it from continuing to rush forward. This limits the axial travel of the mover assembly 2 relative to the stator housing 11, prevents structural collisions or jamming, and protects the safety of the electromagnetic system and the mechanical end.

[0110] In this embodiment, a buffer seat 4 is fixedly sleeved around the end of the mover housing 21 away from the stator end seat 12. When the mover assembly 2 moves to its maximum design stroke, the buffer seat 4 first abuts against the stator housing 11, absorbs the end kinetic energy and prevents its movement, thus completing the dual operation of buffering and limiting. This effectively solves the problem of "overtravel" of the mover assembly 2, avoids equipment damage caused by the mover assembly 2 hitting the structural wall due to control failure or abnormal load, and improves the operational safety and stability of the entire motor system.

[0111] In some embodiments, such as Figure 3 , Figure 3a , Figure 3b , Figure 6 and Figure 7 As shown, the stator housing 11 includes an outer shell 111 and an inner shell 112 connected to each other, and an annular cavity is formed between the outer shell 111 and the inner shell 112. A plurality of armature coils 13 are located in the annular cavity of the stator housing 11.

[0112] The outer shell 111 and the inner shell 112 are arranged radially at intervals and form a composite shell structure through structural connectors (such as ribs, support frames, and welding fixation). The outer shell 111 is the outermost structure of the stator shell 11, mainly used to provide overall mechanical support. It is usually made of metal materials such as aluminum alloy or stainless steel, which are easy to process and form. At the same time, its surface can be provided with external interface structures such as heat sinks and bolt fixing holes to improve heat dissipation performance and installation convenience. The inner shell 112 is located on the side closer to the mover assembly 2, and maintains a certain air gap with the mover assembly 2 to provide a channel for the movement of the mover assembly 2. It is usually covered with a non-magnetic material (such as aluminum alloy or stainless steel) to avoid electromagnetic interference. In addition, the annular cavity formed by the outer shell 111 and the inner shell 112 is a concentric cylindrical cavity that extends along the stator axis. The inner wall of the cavity is tightly integrated with the armature coil 13 structure for mounting or embedding the armature coil 13. The armature coil 13 is embedded in the annular cavity on the side near the inner shell 112, so as to interact with the magnetic field 103 of the mover assembly 2, which can improve the structural compactness.

[0113] In this embodiment, by installing multiple armature coils 13 within an annular cavity formed between the outer casing 111 and the inner casing 112, the armature coils 13 and the stator casing 11 are highly integrated, effectively saving overall space and avoiding external additional installation structures, thus improving the compactness and consistency of motor assembly. At the same time, since the coils are embedded in the annular cavity, it also helps to improve heat dissipation efficiency and structural strength, further enhancing the stability and reliability of motor operation.

[0114] In some embodiments, such as Figure 3 , Figure 3a , Figure 3b , Figure 6 and Figure 7 As shown, a plurality of annular armature slots 113 are arranged along the axial direction in the annular cavity, and each annular armature slot 113 is provided with an armature coil 13.

[0115] The annular armature slot 113 is located on the side of the annular cavity near the inner housing 112. It is made of a non-magnetic material and is tightly fitted with the armature coil 13 to prevent the coil from loosening and improve the stability of electromagnetic coupling. For example, multiple annular armature slots 113 are evenly distributed in the axial direction, and the armature coil 13 is also evenly embedded in the annular armature slots 113, which can achieve the effect of clear magnetic flux path and low loss, and improve the overall driving efficiency and control accuracy.

[0116] It should be noted that the armature coil 13 adopts a coreless armature structure. In a coreless motor, the armature coil 13 is not wound on the iron core 102, but is directly embedded in a non-magnetic structure (such as aluminum alloy or stainless steel). This is equivalent to the armature coil 13 being set in the annular armature slot 113 in this embodiment. This can avoid the hysteresis loss, eddy current loss and magnetic interference introduced by the iron core 102 material (such as silicon steel), and avoid the periodic magnetic pull change caused by the toothed structure of the iron core 102 in a traditional iron core 102 motor, i.e., the magnetic toothed effect.

[0117] This embodiment achieves standardized and high-density coil embedding by introducing annular armature slots 113, ensuring motor thrust without increasing motor size. Furthermore, the armature coil 13 adopts a coreless structure, with the coil winding embedded in a non-magnetic armature slot, avoiding hysteresis losses, eddy current losses, and cogging effects found in traditional iron-core 102 structures. This results in smoother thrust output, higher efficiency, and meets the requirements of structural compactness and high performance.

[0118] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a , Figure 3b and Figure 6 As shown, the stator end seat 12 includes an end cover 121 and a terminal block 122. One end of the terminal block 122 is connected to the end cover 121, and the other end is sleeved on the open end of the stator housing 11. A wiring winding is provided inside the terminal block 122, and a wiring port 123 is provided on the terminal block 122 to connect with the wiring winding. The wiring winding is connected to a plurality of armature coils 13.

[0119] The end cap 121 is typically made of metal (such as aluminum or stainless steel) and is installed at one end of the terminal block 122 to seal the terminal block 122. It is reliably connected to the terminal block 122 via screws, clips, or other means to ensure the overall structure's sealing and stability. The other end of the terminal block 122 is fitted onto the open end of the stator housing 11, thus assisting in the accommodating space formed by the stator housing 11 and the stator end block 12. Furthermore, the terminal block 122 has a hollow internal structure to accommodate the wiring windings, facilitating the arrangement and maintenance of electrical connections. Simultaneously, to meet installation and positioning requirements, the end cap 121 may also be equipped with auxiliary structures such as a center hole and a fixed end for use with external assemblies or positioning mechanisms.

[0120] The wiring winding is located inside the terminal block 122 and is mainly used to achieve a transition connection between the armature coil 13 and the external electrical system. It can be a copper wire winding end connection section or a plug-in terminal structure, providing good conductivity and ease of installation. One end of the wiring winding connects to the terminal port 123 on the terminal block 122, while the other end branches out to connect electrically to multiple armature coils 13. Through a reasonable wiring and layout design, the orderly organization of multiple electrical paths, such as three-phase power supply, electromagnetic signals, and feedback lines, can be achieved, improving the overall system wiring efficiency and operational stability.

[0121] In this embodiment, the stator end bracket 12 is composed of an end cover 121 and a terminal block 122. One end of the terminal block 122 is reliably connected to the end cover 121, and the other end is fitted onto the open end of the stator housing 11, forming a closed cavity between the end cover 121 and the stator housing 11. The terminal block 122 adopts a hollow shell structure, and a wiring winding is integrated inside. One end of the winding is connected to the terminal port 123, and the other end branches and connects to multiple armature coils 13. Through the integrated wiring design within the terminal block 122, this structural layout not only reduces external wiring space and improves the neatness and maintainability of internal wiring, but also achieves a high degree of integration of electrical connection functions, thus giving the stator end bracket 12 area the advantages of compact structure, concentrated functions, and convenient installation.

[0122] Based on the same concept, such as Figure 4 As shown, this application also provides an actuator, including:

[0123] A linear motor, wherein the linear motor is any of the linear motors described above;

[0124] The second elastic member 5 is sleeved around the periphery of the linear motor, with one end connected to the stator housing 11 and the other end connected to the mover housing 21.

[0125] The second elastic component 5 can be made of materials such as helical springs, corrugated springs, or polymer elastomers, and can be configured according to different application scenarios.

[0126] It should be noted that during the operation of the actuator, the linear motor drives the mover assembly 2 to move axially via electromagnetic action. Since the second elastic member 5 connects the stator assembly 1 and the mover assembly 2, it deforms accordingly during movement based on changes in load or impact force, thus providing a buffering, energy absorption, and energy storage intermediate transition between the driving force and the load. When the suspension system constructed based on the actuator of this embodiment is subjected to external impacts or complex vibration conditions, the second elastic member 5 can temporarily absorb a portion of the kinetic energy, which is then gradually released after the system stabilizes, thereby reducing direct interference to the electromagnetic system.

[0127] One end of the second elastic member 5 is fitted onto the stator housing 11 to provide rigid support, ensuring that the second elastic member 5 does not shift at a fixed point; the other end is connected to the mover housing 21, and moves with the mover housing 21 to achieve axial stretching or compression of the second elastic member 5, thus forming a cooperative working relationship with the electromagnetic drive. While the linear motor provides active driving force, the second elastic member 5 automatically responds to load fluctuations, achieving buffering and energy absorption. The overall structure is not only compact, but also realizes the design concept of "combining rigidity and flexibility", organically combining the high responsiveness of the electromagnetic drive with the buffering stability of the elastic system, forming a high-performance drive unit with a compact structure, fast response, and strong anti-interference ability.

[0128] This embodiment achieves adaptive response capability to dynamic loads by introducing a second elastic component 5 sleeved around the motor and cooperating with the linear motor in parallel. On the one hand, the actuator using a linear motor can provide high-precision and fast-response driving force output to meet the active control requirements of the system; on the other hand, the second elastic component 5 provides passive buffering and energy absorption functions under load impact or high-frequency vibration conditions, reducing the risk of damage to the mover assembly 2 and the armature structure.

[0129] In addition, the actuator has a compact structure and is suitable for highly integrated suspension systems.

[0130] In some embodiments, such as Figure 4 As shown, the actuator also includes a first bracket 51 and a second bracket 52. The first bracket 51 is fixed to the periphery of the stator housing 11, and the second bracket 52 is fixed to the periphery of the mover housing 21. The second elastic member 5 is constrained between the first bracket 51 and the second bracket 52.

[0131] The first bracket 51 is fixedly installed on the top of the stator end seat 12 on the periphery of the stator housing 11, providing a static support point for the second elastic member 5 and ensuring stable system installation. The second bracket 52 is fixedly installed on the periphery of the mover housing 21, moving synchronously with the mover housing 21 to achieve responsiveness and ensure that the second elastic member 5 responds to movement during the driving process. For example, the first bracket 51 and the second bracket 52 are annular limiting seats arranged axially opposite to each other on the linear motor. The second elastic member 5 is located between the first bracket 51 and the second bracket 52, axially constrained and limited, and can be compressed or stretched between the brackets, preventing component displacement or instability, while enhancing the controllable buffer path.

[0132] With the above structural combination, the installation of the second elastic member 5 no longer depends on the space of the motor housing, but forms an independent force-bearing mechanism on the periphery, which helps to improve assembly flexibility and the clarity of force transmission.

[0133] In this embodiment, the actuator operates, and the electromagnetic drive propels the mover assembly 2 to move axially. The mover housing 21 and its connected second support 52 move synchronously, while the first support 51 remains stationary. The second elastic member 5 undergoes compression or tension deformation due to the relative displacement between the two supports, thereby achieving elastic buffering and restoring force output for the mover's movement. This process does not affect the distribution of the magnetic field 103 inside the motor or the operation of the electric structure, and the second elastic member 5 has good decoupling from the linear motor.

[0134] This embodiment achieves independent, precise, and stable installation and positioning of the second elastic component 5 by using a first bracket 51 and a second bracket 52 externally to the motor. This effectively improves the stability and repeatability of the elastic response and avoids performance fluctuations caused by assembly errors or structural swaying. Simultaneously, the external brackets make the replacement and maintenance of the second elastic component 5 more convenient and allow for the selection of second elastic components 5 with different stiffness or structural forms according to different application scenarios.

[0135] Furthermore, this peripheral composite structure enhances the overall impact resistance and adaptability to complex load changes of the system without affecting the main drive characteristics of the linear motor. It is particularly suitable for electromagnetic active suspension systems with "fast vibration response speed and high buffering accuracy", and has extremely high engineering practical value and scalability.

[0136] Based on the same concept, such as Figure 5 As shown, this application also provides a suspension system, including:

[0137] As described in any of the actuators above, the stator end seat 12 is provided with a first connecting portion 6 on the side away from the stator housing 11; the mover housing 21 is provided with a second connecting portion 7 at the end away from the stator end seat 12.

[0138] The main suspension component includes the lower wishbone 8;

[0139] In this configuration, one of the first connecting part 6 and the second connecting part 7 is connected to the vehicle body, and the other is connected to the lower fork arm 8.

[0140] The core of the suspension system proposed in this embodiment lies in introducing a compact and highly integrated actuator as an active power unit to replace the traditional passive shock absorber and spring combination, thereby achieving control of the vertical motion of the suspension system.

[0141] For example, one end of the actuator stator assembly 1 is fixedly mounted on the vehicle body via the first connecting part 6, providing a stable rigid reference benchmark; one end of the mover assembly 2 is connected to the lower suspension wishbone 8 via the second connecting part 7. Optionally, the second connecting part 7 is a single-arm fork-shaped component. The suspension system built based on this actuator can quickly generate responsive force when road conditions change, realizing active adjustment of the up and down movement of the wheels.

[0142] In addition, depending on different needs, the first connecting part 6 can also be connected to the lower suspension arm 8, while the second connecting part 7 is fixed to the vehicle body to adapt to different installation conditions and functional requirements.

[0143] For example, the suspension body adopts an upper and lower wishbone structure, both arranged laterally along the horizontal direction of the wheel, and respectively installed between the vehicle subframe and the wheel steering knuckle 10. The lower wishbone 8 is typically "A"-shaped, with a stable connection structure and strong support, serving as the main load-bearing component and the transmission path for actuator thrust; the upper wishbone 9 is relatively short, mainly used to guide the wheel trajectory and control camber angle changes. The upper and lower wishbones 8 are connected to the vehicle body and steering knuckle 10 via ball joints or rubber bushings, ensuring both agility and good vibration damping and noise isolation performance, working together to create a highly responsive and stable wheel support mechanism.

[0144] In addition, the suspension system can be equipped with an electronic control unit for coordinated control. This unit uses sensors to collect real-time data on the vehicle's dynamic state, road surface changes, and driving intentions, and drives the corresponding active actuators to output appropriate thrust, achieving closed-loop active control. During cornering, braking, acceleration, or driving over bumpy roads, the system automatically adjusts the suspension stiffness and rebound rate, significantly suppressing body pitch, roll, and vibration, thus improving ride comfort and handling stability.

[0145] The actuators introduced in this suspension system adopt a segmented decoupled connection. The mover assembly 2 and stator assembly 1 are independently installed through a sliding connection structure, which facilitates modular disassembly, assembly, and upgrades in the future. At the same time, the entire suspension system has excellent platform compatibility and is suitable for new energy vehicles, off-road vehicles, and intelligent vehicles with autonomous driving capabilities. While maintaining the lightweight design of the suspension system, it provides height-adjustable and fast-response suspension control performance.

[0146] In summary, this embodiment organically integrates the actuator with the traditional double wishbone suspension structure to construct an adjustable suspension system, which not only optimizes the vehicle's dynamic control performance and comfort experience, but also provides a solid technical foundation for vehicle posture control and adaptation to complex working conditions in future autonomous driving systems.

[0147] Based on the same concept, this application also provides a vehicle including the aforementioned suspension system. The beneficial effects of this vehicle are the same as those of the suspension system in the above embodiments, and will not be repeated here.

[0148] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the scope of this invention, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of the different aspects of this invention as described above, which are not provided in the details for the sake of brevity.

[0149] The embodiments of this utility model are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A linear motor, characterized in that, include: The stator assembly includes a stator end seat and a stator housing. A plurality of armature coils are arranged in an axial direction inside the side wall of the stator housing. The stator end seat is disposed at one open end of the stator housing and together with the stator housing forms an accommodating space. The mover assembly includes a mover housing and permanent magnets. A plurality of permanent magnets are arranged axially inside the mover housing. At least a portion of the mover housing is located within the receiving space and is slidably connected to the stator housing so as to move axially relative to the stator housing under the electromagnetic action of the armature coil and the permanent magnets. The space between the stator end seat and the mover housing is provided with a first elastic member.

2. The linear motor according to claim 1, characterized in that, The stator end seat is recessed into the stator end seat along the axial direction of the mover housing to form a recessed seat wall, and the first elastic member is located in the receiving space between the recessed seat wall and the mover housing.

3. The linear motor according to claim 2, characterized in that, The bottom wall of the recessed seat is a mounting plane, and the end of the first elastic member away from the moving part housing is fixedly connected to the mounting plane.

4. The linear motor according to claim 2, characterized in that, The recessed seat wall includes a bottom wall and an circumferential side wall surrounding the bottom wall. A mounting plate is also provided in the space formed by the bottom wall and the circumferential side wall, and the mounting plate is parallel to the bottom wall. The circumferential side wall of the recessed seat wall is also provided with a mounting ring groove that is fitted with the mounting plate. The end of the first elastic member away from the moving part housing is fixedly connected to the mounting plate.

5. The linear motor according to claim 4, characterized in that, The mounting plate and the mounting ring groove are rotatably connected, and the first elastic member rotates with the mounting plate.

6. The linear motor according to claim 4, characterized in that, The diameter of the recessed seat wall gradually decreases in the direction from the moving part housing to the stator end seat.

7. The linear motor according to claim 4, characterized in that, The mounting plate has a hollow structure.

8. The linear motor according to claim 1, characterized in that, One end of the first elastic member is fixed to the stator end seat, and the other end is fixed to the mover housing; or, One end of the first elastic member is connected to the stator end seat / moving element housing; or, The first elastic member is fixed to the inner wall of the stator housing in the accommodating space.

9. The linear motor according to claim 1, characterized in that, The mover assembly further includes a piston ring sleeved around the mover housing, and there is an annular air gap between the mover housing and the stator housing; the piston ring is located in the annular air gap and is used to seal the annular air gap, so as to form a sealed air chamber with the stator end seat, the stator housing and the mover housing, and the first elastic member is located in the sealed air chamber.

10. The linear motor according to any one of claims 1-9, characterized in that, The stator housing and / or the mover housing are equipped with position sensors, and the stator end seat is provided with a data port electrically connected to the position sensors.

11. An actuator, characterized in that, include: A linear motor, wherein the linear motor is any one of claims 1-10; The second elastic member is sleeved around the linear motor, with one end connected to the stator housing and the other end connected to the mover housing.

12. A vehicle, characterized in that, include: Suspension system; The suspension system includes the actuator as described in claim 11, wherein the stator end seat is provided with a first connecting portion on the side away from the stator housing; and the mover housing is provided with a second connecting portion on the end away from the stator end seat. The main suspension component, including the lower control arm; In this configuration, one of the first connecting part and the second connecting part is connected to the vehicle body, and the other is connected to the lower fork arm.

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