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 end seat mounted on a stator shell and an open end thereof, and a plurality of armature coils are arranged in the side wall of the stator shell in an axial direction; the mover assembly comprises a mover shell and an axially arranged permanent magnet, the mover shell is partially inserted into the stator shell and can slide to realize relative axial movement; the stator end seat, the stator shell and the mover shell jointly enclose a first air chamber, and a second air chamber is additionally arranged in the stator end seat, and the two air chambers are separated by a partition; when the pressure of any air chamber reaches a preset threshold value, the partition is opened to connect the two air chambers. The application changes the traditional through-type mover assembly, adjusts the air pressure difference and the flow path by using double air chambers, realizes multi-stage buffering and pressure release, and significantly improves the damping effect and the operation stability of the 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: The stator assembly includes a stator end seat and a stator housing. A plurality of armature coils are provided in the side wall of the stator housing and are arranged along the axial direction 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 a permanent magnet, wherein the permanent magnet is disposed 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 magnet; The stator end seat, stator housing, and mover housing form a first air chamber. A second air chamber is also provided inside the stator end seat. A partition is provided between the first air chamber and the second air chamber. When the pressure in the first air chamber or the second air chamber reaches a preset threshold, the partition opens to connect the first air chamber and the second air chamber.

[0006] 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 recessed seat wall and the partition plate surround to form the second air chamber; the partition plate, the stator housing and the mover housing surround to form the first air chamber.

[0007] Optionally, the partition is provided with an explosion-proof valve structure, the explosion-proof valve structure including a pressure relief channel penetrating the partition, a rupture membrane layer covering the pressure relief channel, and a preset fracture groove on the surface of the rupture membrane layer; when the air pressure exceeds a preset threshold, the rupture membrane layer area surrounded by the preset fracture groove ruptures in the direction toward the air chamber with air pressure lower than the preset threshold, so as to connect the first air chamber and the second air chamber.

[0008] Optionally, the stator end seat includes an end cover and a terminal block, one end of the terminal block is connected to the end cover, and the other end extends toward the mover housing to form a joint; the joint is located within the receiving space and is fixedly connected to the stator housing.

[0009] Optionally, the stator end seat is provided with an air intake channel, the air inlet of the air intake channel is located on the outer wall of the end cover or terminal block, and the air outlet of the air intake channel is opened in the inner wall of the recessed seat and / or the joint.

[0010] Optionally, an external air chamber is also provided, which is connected to the air inlet via an air pipe; a control valve is provided at the connection between the air pipe and the external air chamber, and when the pressure in the second air chamber reaches a preset threshold, the control valve opens to connect the external air chamber and the second air chamber.

[0011] Optionally, the terminal block is provided with a wiring winding, and the terminal block is provided with a wiring port for connecting the wiring winding, and the wiring winding is connected to a plurality of armature coils.

[0012] Optionally, the mover assembly further includes a piston ring sleeved around the periphery of the mover housing. There is an annular air gap between the mover housing and the stator housing. The piston ring is located within the annular air gap and is used to seal the annular air gap, thereby forming a sealed first air chamber between the stator end seat, the stator housing and the mover housing.

[0013] Optionally, the stator housing is provided with an annular guide at one end away from the stator end seat, and the annular guide has a central shaft hole at its center. At least part of the mover housing passes through the central shaft hole and enters the receiving space under the guidance of the annular guide.

[0014] Optionally, pressure sensors are provided in the first and / or second air chambers, and the stator end cap is provided with a data port electrically connected to the pressure sensors.

[0015] 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.

[0016] Based on the same concept, this application also provides an actuator, comprising: A linear motor, wherein the linear motor is any of the linear motors described above; An 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.

[0017] Based on the same concept, this application also provides a vehicle, including: a suspension system; 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; 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.

[0018] 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 installed at its open end. A plurality of armature coils are arranged axially within the side wall of the stator housing. The mover assembly includes a mover housing and an axial permanent magnet arranged inside it. The mover housing is slidably disposed within the stator housing to achieve axial movement relative to the stator housing. Based on this, the stator end seat, stator housing, and mover housing together form a first air chamber. A second air chamber is also provided inside the stator end seat. The two air chambers are separated by a partition. When the air pressure in either the first or second air chamber reaches a preset threshold, the partition opens, connecting the two air chambers. This application modifies the through-type mover assembly structure, where only one end of the mover housing is inserted into the stator housing. Within the insertion area, the mover housing, stator housing, and stator end seat together surround the first air chamber. The first air chamber is connected to the second air chamber in the stator end seat. By adjusting the gas pressure difference flow path through the dual-air chamber structure, multi-stage buffering and pressure release can be effectively achieved when the mover is running at high speed or experiencing severe impact. Compared with the traditional motor structure, it has better shock absorption and buffering effects, improving the operational stability of the linear motor under complex working conditions. Attached Figure Description

[0019] 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.

[0020] Figure 1 This is a schematic diagram of the principle of a linear motor; Figure 2 This is a schematic diagram of the structure of a linear motor according to an embodiment of this application; Figure 3 This is a cross-sectional structural diagram of a linear motor according to an embodiment of this application; Figure 3a This is an enlarged cross-sectional view of a linear motor according to an embodiment of this application. 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; Figure 4 This is a schematic diagram of the structure of an actuator according to an embodiment of this application; Figure 5 This is a partial structural schematic diagram of a suspension system according to an embodiment of this application; Figure 6 This is a schematic diagram showing the connection state of an external air chamber for a linear motor according to an embodiment of this application; Figure 7 This is a schematic diagram of the partition structure of a linear motor according to an embodiment of this application; Figure 8 This is an exploded view of the partition structure of a linear motor according to an embodiment of this application; Figure 9 This is a partial cross-sectional structural diagram of a linear motor according to an embodiment of this application.

[0021] Explanation of reference numerals in the attached figures: 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; 122a. Joint; 123. Terminal port; 123a. Data port; 124. Recessed seat wall; 125. Air inlet; 126. Air outlet; 13. Armature coil; 2. Mover assembly; 21. Mover housing; 22. Permanent magnet; 3. Piston ring; 31. Annular air gap; 32. 33. First air chamber; 34. Second air chamber; 35. Partition; 36. Explosion-proof valve structure; 37. Pressure relief channel; 38. Rupture membrane layer; 39. Pre-set fracture groove; 30. External air chamber; 31. Control valve; 4. Buffer seat; 5. Elastic component; 52. First bracket; 53. Second bracket; 6. First connecting part; 7. Second connecting part; 8. Lower fork arm; 9. Upper fork arm; 10. Steering knuckle; 101. Guide rail component; 102. Iron core; 102a. Iron core groove; 103. Magnetic field. Detailed Implementation

[0022] 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.

[0023] 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.

[0024] In related technologies, 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 mainly responsible for absorbing road impacts, suppressing vehicle 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 absorb impacts passively by dissipating energy through the flow of internal liquid or compressed gas during vibration. Although they have good vibration reduction effects, the adjustment of these dampers depends on the flow of physical media, resulting in slow response speed and inability to achieve real-time adjustment. At the same time, most hydraulic or pneumatic dampers are fixed dampers, with the damping force preset and fixed, not automatically changing with changes in external conditions such as speed, acceleration, or load. When facing different road conditions or usage scenarios, they cannot dynamically adjust the damping force according to real-time conditions, thus limiting the adjustment capability and making it difficult to match the suspension requirements under complex working conditions, resulting in low control precision. In addition, hydraulic / pneumatic components are numerous, making installation complex and maintenance costs high.

[0025] 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.

[0026] 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.

[0027] 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.

[0028] To address the issues of large size and poor buffering performance in traditional linear motors, the applicant proposes a compact linear motor structure with high buffering performance. The applicant discovered that the traditional through-type mover assembly 2 structure can be modified into a non-through 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, together form a buffer air chamber. This buffer air chamber provides flexible resistance through compressed gas when the mover assembly 2 moves at high speed to its limit position, effectively absorbing kinetic energy, mitigating impact, and compensating for the excessive rigidity of electromagnetic drives.

[0029] Furthermore, if the motor body lacks an internal buffer chamber, the linear motor and suspension will lack a smooth transition during operation, making it difficult to effectively buffer impact loads from the road surface and resulting in insufficient suspension damping performance. Integrating the buffer chamber inside the motor body not only avoids the structural bulkiness of traditional externally enclosed chambers but also makes the overall motor structure more compact and integrated, making it easier to adapt to the limited suspension space of modern vehicles. Moreover, referencing... Figure 6 If further enhanced cushioning performance is required, an external air chamber 35 can be added.

[0030] The following is in conjunction with the appendix Figures 2-9 The embodiments of this application will be described in detail below.

[0031] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a , Figure 3b and Figure 7 As shown, a linear motor includes: The stator assembly 1 includes a stator end seat 12 and a stator housing 11. A plurality of armature coils 13 are provided in the side wall of the stator housing 11 and are arranged along the axial direction of the stator housing 11. The stator end seat 12 is disposed at one open end of the stator housing 11 and together with the stator housing 11 forms an accommodating space. The mover assembly 2 includes a mover housing 21 and a permanent magnet 22. The permanent magnet 22 is arranged axially inside the mover housing 21. At least a portion of the mover housing 21 is located within 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 magnet 22. The stator end seat 12, stator housing 11 and mover housing 21 are arranged to form a first air chamber 32; a second air chamber 33 is also provided inside the stator end seat 12, and a partition 34 is provided between the first air chamber 32 and the second air chamber 33. When the pressure in the first air chamber 32 or the second air chamber 33 reaches a preset threshold, the partition 34 opens to connect the first air chamber 32 and the second air chamber 33.

[0032] 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.

[0033] 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, further ensuring the stable operation of the permanent magnets 22 and the reliability of the overall system.

[0034] 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.

[0035] 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.

[0036] For example, an inert gas with insulating properties (such as nitrogen) can be injected into the first gas chamber 32 and / or the second gas chamber 33 to prevent electrical breakdown. Alternatively, the inert gas can be introduced into the gas chamber through a pre-set injection port on the end seat or stator assembly 1. 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 inflation 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.

[0037] For example, the first air chamber 32 is formed by the stator end seat 12, the stator housing 11 and the mover housing 21. Its space is mainly located in the accommodating space area after the mover housing 21 is inserted into the stator housing 11. During the reciprocating motion of the mover assembly 2, the air chamber generates gas compression or expansion effect due to volume change. The second air chamber 33 is located in the internal structure of the stator end seat 12. It is usually a closed cavity and forms an isolation structure with the partition surface between it and the first air chamber 32. A partition plate 34 is installed on the partition surface. The partition plate 34 can be a safety diaphragm or elastic valve plate structure with a preset opening pressure. When the gas pressure inside the first air chamber 32 or the second air chamber 33 exceeds the predetermined threshold, the partition plate 34 automatically breaks or opens under the action of pressure difference, so that the first air chamber 32 and the second air chamber 33 are connected, thereby releasing high-pressure gas, alleviating the risk of instantaneous overpressure inside the motor, and at the same time playing a buffering and shock absorption role, ensuring the structural safety and operational stability of the linear motor when it is moving at high speed or frequently.

[0038] Furthermore, it should be noted that while a single-chamber structure cannot achieve balanced pressure release between the two chambers, it is simpler in structure and smaller in size, making it suitable for applications with more stringent space requirements. It also provides a certain degree of aerodynamic buffering and shock absorption. On the other hand, a dual-chamber structure can further enhance the motor's overpressure release capability and buffering stability under high-speed operation while ensuring structural compactness. The two can be flexibly selected according to the overall vehicle design requirements to achieve the best structural matching and performance balance.

[0039] This embodiment will be explained using the motion performance of the first air chamber 32 and the second air chamber 33 during linear motor drive as an example. The first air chamber 32 is formed between the stator end seat 12, the stator housing 11, and the mover housing 21. To buffer and protect the end movement of the mover assembly 2, during the movement of the mover assembly 2 towards the end seat, the volume of the first air chamber 32, formed by the mover assembly 2, the stator assembly 1, and the end seat, gradually decreases. The gas inside is rapidly compressed, generating a reverse aerodynamic force, forming a non-contact pneumatic braking effect, preventing the mover assembly 2 from directly impacting the stator end seat 12. Furthermore, when the high-speed movement of the mover assembly 2 causes a sharp increase in the air pressure of the first air chamber 32 to reach the preset threshold of the partition 34, the partition 34 automatically opens, connecting to the second air chamber 33. The gas from the first air chamber 32 enters the second air chamber 33, achieving pressure balance and overpressure protection.

[0040] 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 installed at its open end. The side wall of the stator housing 11 is provided with a plurality of armature coils 13 arranged axially. The mover assembly 2 includes a mover housing 21 and an axial permanent magnet 22 arranged inside it. The mover housing 21 is slidably disposed inside the stator housing 11 to achieve axial movement relative to the stator housing 11. Based on this, the stator end seat 12, the stator housing 11, and the mover housing 21 together form a first air chamber 32. A second air chamber 33 is provided inside the stator end seat 12. The two air chambers are separated by a partition 34. When the air pressure in the first air chamber 32 or the second air chamber 33 reaches a preset threshold, the partition 34 opens, connecting the two air chambers. This application modifies the through-type mover assembly 2 structure, that is, only one end of the mover housing 21 is inserted into the stator housing 11. In the insertion area, the mover housing 21, the stator housing 11 and the stator end seat 12 together surround the first air chamber 32. The first air chamber 32 is connected to the second air chamber 33 in the stator end seat 12. By adjusting the gas pressure difference flow path through the dual air chamber structure, multi-stage buffering and pressure release can be effectively achieved when the mover is running at high speed or when a severe impact occurs. Compared with the traditional motor structure, it has better shock absorption and buffering effect, and improves the running stability of the linear motor under complex working conditions.

[0041] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a , Figure 3b and Figure 7 As shown, one end face of the stator end seat 12 near the stator housing 11 is recessed into the stator end seat 12 along the axial direction of the mover housing 21 to form a recessed seat wall 124. The recessed seat wall 124 and the partition 34 surround to form the second air chamber 33. The partition 34, the stator housing 11 and the mover housing 21 surround to form the first air chamber 32.

[0042] For example, the recessed seat wall 124 itself is part of the stator end seat 12 and is integrated with the stator end seat 12, ensuring a seal without affecting the wiring arrangement. The structure of the recessed seat wall 124 means that the end seat is not planar and closed, but rather has an axially inwardly extending concave cavity area. The depth and diameter of the recess are generally coordinated with the inner diameter of the stator housing 11 to ensure a certain distance between it and the mover housing 21.

[0043] For example, while enclosing and forming the second air chamber 33 and the first air chamber 32, the partition 34 can also stably perform the functions of sealing and isolation. A tight connection can be achieved by pressing a sealing ring onto the edge, ensuring good airtightness between the two air chambers and preventing gas leakage. Optionally, the outer edge of the partition 34 is securely installed in the recessed space formed by the recessed seat wall 124 through interference fit, slot positioning, or threaded pressing, ensuring that it does not loosen or shift under high-frequency vibration and air pressure change environments.

[0044] For example, in order to improve assembly adaptability and sealing performance, the inner diameter structure of the recessed space of the recessed seat wall 124 can be designed as a frustum or stepped shape that matches the edge of the partition 34, so as to achieve a high-strength nested structure and a stable sealing combination.

[0045] For example, the recessed seat wall 124 can be made of high-strength aluminum alloy or engineering plastic to ensure a balance between weight and rigidity; the partition 34 can be made of elastic metal diaphragm (such as stainless steel or aluminum alloy) or polymer composite material with good strength and fatigue life (such as fluororubber or PTFE composite film) to balance strength and airtightness; a high-temperature and pressure-resistant O-ring should be provided between the recessed seat wall 124 and the partition 34 to ensure sealing reliability under different working environments; in addition, to reduce the risk of wear on the edge of the sealing ring and the partition 34 under high-speed movement of the mover assembly 2, a buffer pad or wear-resistant cover ring can be added between the mover housing 21 and the partition 34 to extend the service life of the motor and improve the overall operating stability.

[0046] In this embodiment, a second air chamber 33 is formed by setting a recessed seat wall 124 and a partition 34; the partition 34, the stator housing 11, and the mover housing 21 together form a first air chamber 32; the first air chamber 32 and the second air chamber 33 are combined to form a double air chamber structure. During the movement of the mover assembly 2, the gas pressure in the double air chambers can be buffered and mutually adjusted in stages. When the pressure reaches a preset threshold, the partition 34 opens to connect the two air chambers, thereby significantly improving the buffering effect and effectively absorbing and mitigating the impact load caused by the movement of the mover assembly 2.

[0047] In some embodiments, such as Figure 7 and Figure 8 As shown, the partition 34 is provided with an explosion-proof valve structure 341. The explosion-proof valve structure 341 includes a pressure relief channel 341a penetrating the partition 34, a rupture membrane layer 341b covering the pressure relief channel 341a, and a preset fracture groove 341c provided on the surface of the rupture membrane layer 341b. When the air pressure exceeds a preset threshold, the area of ​​the rupture membrane layer 341b surrounded by the preset fracture groove 341c ruptures in the direction toward the air chamber where the air pressure is lower than the preset threshold, so as to connect the first air chamber 32 and the second air chamber 33.

[0048] For example, the pressure relief channel 341a can be machined at the center or off-center position of the diaphragm 34 by drilling or molding to provide a channel for sudden gas pressure relief. In addition, to avoid scratching the ruptured membrane by edge burrs, the opening of the pressure relief channel 341a needs to be chamfered or precision polished to improve long-term sealing reliability and diaphragm durability. The ruptured membrane layer 341b can be made of multi-layer composite materials (such as metal foil + polymer film), possessing predetermined strength and good ductility. It is typically fixed to the pressure relief channel 341a by ring pressing or micro-welding technology to ensure airtight sealing under normal conditions and resist pressure fluctuations.

[0049] For example, in order to control the direction and initiation position of diaphragm rupture, a preset fracture groove 341c is provided on the outer surface of the ruptured membrane layer 341b. Optionally, the shape of the preset fracture groove 341c includes an annular, cross-shaped or Y-shaped structure. The preset fracture groove 341c can be formed by laser etching, precision mold indentation and other processes to accurately control the depth and position, so that it ruptures rapidly when the preset pressure is reached, and the pressure can be extended along the set path to ensure that the pressure relief action is efficient and controlled.

[0050] For example, the rupture membrane layer 341b can be made of copper foil, aluminum foil, or PET+aluminum composite film, and the membrane thickness should be controlled between 0.05 and 0.2 mm, set according to the actual burst pressure. Furthermore, the location of the pressure relief channel 341a should avoid electrical components to ensure that the pressure relief process does not pose a potential safety risk to the surrounding area.

[0051] Taking the function of the partition 34 as an example, this embodiment is explained. The partition 34 is a separating element between the first air chamber 32 and the second air chamber 33, maintaining the independence of the two air chambers under normal operating conditions. The explosion-proof valve structure 341 serves as a safety redundancy mechanism. When the internal pressure of either air chamber abnormally rises above the diaphragm's burst threshold, the rupture groove guides the diaphragm to rupture towards the side with lower pressure, rapidly opening the pressure relief channel 341a, allowing the two air chambers to connect instantaneously, thereby releasing overpressure and achieving pressure balance.

[0052] This embodiment incorporates an explosion-proof valve structure 341 on the partition 34, including a pressure relief channel 341a penetrating the partition 34, a rupture membrane layer 341b covering the pressure relief channel 341a, and a pre-set fracture groove 341c formed on the surface of the rupture membrane layer 341b. When the air pressure in any chamber exceeds a preset threshold, the area of ​​the rupture membrane layer 341b surrounded by the pre-set fracture groove 341c will rupture in the direction towards the chamber with lower air pressure, thereby connecting the first chamber 32 and the second chamber 33. This structure utilizes the controllable rupture of the membrane layer in the explosion-proof valve to achieve passive pressure relief, enabling rapid release of excess gas under extreme pressure conditions, preventing damage to the chamber structure or performance failure, improving the safety and reliability of the entire buffer system, and further enhancing the stable buffering capability of the linear motor under impact loads.

[0053] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a , Figure 3b and Figure 9 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 extends toward the moving part housing 21 to form a joint 122a. The joint 122a is located in the receiving space and is fixedly connected to the stator housing 11.

[0054] For example, the end cap 121 and the terminal block 122 can be fixed by threaded connection, flange fit, or welding to ensure the integrity and strength of the end structure and form a complete stator end block 12 assembly. The joint portion 122a of the terminal block 122 can be designed as an integral extension section, which can be inserted into the receiving space of the stator housing 11 and then firmly connected to the stator housing 11 by screw fixing, locating pin locking, or riveting, forming a structurally reliable and assembly-efficient interface. In addition, in order to improve the overall sealing performance, a sealing ring is provided or a sealing adhesive layer is applied at the contact area between the terminal block 122 and the stator housing 11, thereby effectively preventing external impurities, moisture, or oil vapor from entering the motor and ensuring the reliability of the system operation.

[0055] For example, the shape of the joint 122a can be designed as a stepped cylindrical or sleeve-shaped structure according to assembly requirements. The outer wall of the joint 122a can be provided with a guide boss or a limiting shoulder to facilitate automatic positioning during insertion and prevent assembly misalignment. At the same time, the interior of the joint 122a can be provided with embedded cable clamping grooves or reserved mounting holes for fixing key components such as wiring terminals, sensor modules, and cable heads, achieving structural and electrical integration. If the motor includes an air chamber design, the joint 122a can also be expanded into a composite structure with an air inlet, air passage, or pressure regulating port to facilitate gas introduction into the air chamber for buffering and pressure regulation.

[0056] For example, the end cap 121 and the terminal block 122 can be made of materials with good strength and machinability, such as die-cast aluminum, ADC12, or reinforced PPS (containing 30% glass fiber), to ensure strength while reducing weight. Additionally, in applications requiring protection, the internal electrical connections of the terminal block 122 should be sealed with adhesive or equipped with waterproof caps or other components. Furthermore, if the internal current of the motor is large, heat sinks, ventilation channels, or thermal conductivity structures should be designed in the wiring area to prevent the insulation of cables and terminals from being damaged due to overheating.

[0057] In this embodiment, 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 extends towards the mover housing 21 to form a joint 122a. The joint 122a is disposed within the receiving space and is fixedly connected to the stator housing 11. By extending the joint 122a on the terminal block 122, this embodiment achieves a more stable mechanical connection between the stator end seat 12 and the stator housing 11, improves the sealing and rigidity of the overall structure, helps to ensure the precise guiding operation of the mover assembly 2 within the receiving space, and enhances the structural strength and impact resistance of the entire machine.

[0058] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a , Figure 3b and Figure 9 As shown, the stator end seat 12 is provided with an air intake channel. The air intake port 125 of the air intake channel is located on the outer wall of the end cover 121 or the terminal block 122. The air outlet 126 of the air intake channel is opened on the inner wall of the recessed seat wall 124 and / or the joint portion 122a.

[0059] For example, the air inlet 125 is located on the outer wall of the end cap 121 or the terminal block 122. Optionally, it can be in the form of a threaded hole, a snap-fit ​​pipe connector, or a quick-connect interface for convenient connection to an external air source, such as a vehicle air pump or a compressed air tank. The air outlet 126 is located on the inner side of the end seat. The specific location can be selected according to the structural form, located on the inner wall of the recessed seat wall 124 to directly supply air to the second air chamber 33; or located on the inner wall of the joint 122a to supply air to the first air chamber 32, thereby meeting the air supply requirements under different structures.

[0060] In addition, the intake channel body can be integrated into the end seat structure by means of casting, precision drilling or embedding of metal air guide tubes, and sealing rings or sealant can be applied at key nodes of the channel to ensure its airtightness and pressure resistance.

[0061] For example, the air intake channel can be configured as a single path, or, as needed, a branched structure such as a Y-shape or T-shape to achieve uniform air supply to multiple areas. Simultaneously, to reduce airflow resistance, the inner wall of the channel can be polished or treated with a low-friction coating to improve airflow efficiency.

[0062] In this embodiment, an air intake channel is provided inside the stator end seat 12. The air inlet 125 of the air intake channel is located on the outer wall of the end cover 121 or the terminal block 122, and the air outlet 126 is located on the inner wall of the recessed seat wall 124 and / or the joint 122a. By integrating the air intake channel inside the stator end seat 12, this embodiment achieves effective communication between the external air source and the air chamber space. This not only simplifies the air supply path but also allows for timely replenishment of the pressure in the air chamber during the operation of the mover assembly 2, maintaining a stable working state of the dual air chambers. This enhances the buffering performance and response speed, thereby improving the overall operating efficiency and stability of the linear motor.

[0063] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a , Figure 3b and Figure 6 As shown, an external air chamber 35 is also provided, which is connected to the air inlet 125 via an air pipe; a control valve 351 is provided at the connection between the air pipe and the external air chamber 35. When the pressure in the second air chamber 33 reaches a preset threshold, the control valve 351 opens to connect the external air chamber 35 and the second air chamber 33.

[0064] For example, the interface of the external air chamber 35 and the air pipe are sealed together by means of threaded joints, quick-connect joints or clamp crimping. A control valve 351 can be installed inside the external air chamber 35 or at the interface. The main form of the control valve is a one-way valve (such as a diaphragm type, spring-loaded type or electromagnetic control valve), which automatically opens when the internal air pressure reaches a set threshold to complete the depressurization or air replenishment operation.

[0065] For example, in the overall motor structure, the external air chamber 35 stores stable compressed gas under static conditions, and the control valve 351 is in the closed state, maintaining isolation from the second air chamber 33. When the pressure in the second air chamber 33 exceeds a threshold due to external impact or load surge, the control valve 351 will open, allowing gas to flow into the external air chamber 35 to buffer the pressure peak, or to replenish gas in the reverse direction when the pressure in the second air chamber 33 drops, achieving dynamic pressure balance and enhancing the motor's gas pressure adaptability and operational stability under complex load conditions.

[0066] Specifically, the external air chamber 35 can provide a rapid overflow path under high pressure, effectively suppressing the risk of overpressure in the second air chamber 33 caused by instantaneous impact, thereby protecting key components such as the internal membrane, diaphragm 34, and mover assembly 2 from premature damage. In addition, when the main air source flow is insufficient or there are pressure fluctuations, the external air chamber 35 can act as a buffer air source to ensure the continuous and stable operation of the motor system.

[0067] In this embodiment, the external air chamber 35 is connected to the air inlet 125 via an air pipe, and a control valve 351 is provided at the connection between the air pipe and the external air chamber 35. When the pressure in the second air chamber 33 reaches a preset threshold, the control valve 351 automatically opens, connecting the external air chamber 35 to the second air chamber 33. This embodiment, by introducing a controllable external air chamber 35, provides an additional air source for replenishing or releasing pressure in the air chambers inside the motor, effectively expanding the volume adjustment range of the buffer system, improving the system's adaptability to large-amplitude impacts or high-frequency vibrations, and thus further enhancing the stability of the linear motor under dynamic operating conditions.

[0068] In some embodiments, such as Figure 3 , Figure 3a and Figure 3b As shown, the terminal block 122 is provided with a wiring winding, and the terminal block 122 is provided with a wiring port 123 for connecting to the wiring winding. The wiring winding is connected to a plurality of armature coils 13.

[0069] For example, the terminal block 122 has a hollow structure inside to accommodate the wiring winding, which facilitates the arrangement and maintenance of electrical connections; at the same time, in order to meet the installation and positioning requirements, the end cover 121 may also be provided with auxiliary structures such as a center hole and a fixed end for use in conjunction with external accessories or positioning mechanisms.

[0070] For example, the wiring winding is disposed inside the terminal block 122, mainly used to realize the transition connection between the armature coil 13 and the external electrical system. It can be in the form of an end connection section wound with copper wire, or it can adopt a plug-in terminal structure, possessing good conductivity and ease of installation. One end of the wiring winding is connected to the terminal port 123 on the terminal block 122, and the other end branches out to electrically connect with multiple armature coils 13. Through 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 wiring efficiency and operational stability of the overall system.

[0071] In this embodiment, the stator end cap 122 integrates a wiring winding. One end of the winding is connected to the terminal block 123, and the other end branches and connects to multiple armature coils 13. Through the integrated wiring design within the terminal block 122, this embodiment 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. This results in the stator end cap 12 area having the advantages of a compact structure, concentrated functions, and convenient installation.

[0072] In some embodiments, such as Figure 2 Figure 3 , Figure 3a and Figure 3b 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 to form a sealed first air chamber 32 between the stator end seat 12, the stator housing 11 and the mover housing 21.

[0073] 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.

[0074] 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.

[0075] 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.

[0076] 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 first air chamber 32. This air chamber is structurally compact, axially distributed, and located precisely in the area between the moving and stationary components, possessing a highly airtight 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 this air chamber provides elastic support and shock absorption for the mover assembly 2, improving overall operational stability. Simultaneously, the gas medium within the air chamber 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 configuration provides a good physical spatial basis for the subsequent introduction of specific gas media.

[0077] In this embodiment, a piston ring 3 is introduced. The piston ring 3 is located between the stator housing 11 and the mover housing 21 without occupying additional space. It can continuously seal the annular air gap 31 between the mover housing 21 and the stator housing 11, thereby constructing a dynamically sealed first air chamber 32 between the stator housing 11, the stator end seat 12 and the mover housing 21. This air chamber not only effectively prevents air or dust from entering the motor, but also plays an elastic support and shock absorption role during the operation of the mover assembly 2, thereby improving the overall stability.

[0078] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a and Figure 3b As shown, the stator housing 11 is provided with an annular guide 114 at one end away from the stator end seat 12. The annular guide 114 is provided with a central shaft hole. At least part of the moving housing 21 passes through the central shaft hole and enters the receiving space under the guidance of the annular guide 114.

[0079] For example, the annular guide 114 is securely installed on the end of the stator housing 11 away from the stator end seat 12 by means of interference fit, threaded connection, or locating pin, ensuring accurate positioning and a robust structure. Its central shaft hole size is tightly fitted with the outer diameter of the mover housing 21, with the clearance strictly controlled within the allowable sliding range, ensuring both good guiding effect and preventing frictional jamming. The mover housing 21 passes through one end of the stator housing 11, through the central shaft hole of the annular guide 114, and axially enters the receiving space inside the stator housing 11. To reduce wear and energy loss of the mover housing 21 during sliding, the inner wall of the annular guide 114 is typically equipped with a low-friction, wear-resistant bushing, such as polytetrafluoroethylene or a ceramic coating.

[0080] For example, the annular guide 114 can be made of high-strength aluminum alloy or steel to ensure its structural rigidity and durability. At the same time, in order to prevent contaminants such as dust and oil from entering the receiving space and to ensure the cleanliness and lubrication of the guide components, an elastic sealing ring or oil seal can be provided at the contact point between the annular guide 114 and the mover housing 21.

[0081] In addition, drainage holes or vent holes can be reasonably arranged at the connection between the annular guide 114 and the stator housing 11 to prevent moisture accumulation from causing internal corrosion or performance degradation.

[0082] In this embodiment, an annular guide 114 is provided at the end of the stator housing 11 away from the stator end seat 12. The annular guide 114 has a central shaft hole at its center. At least part of the mover housing 21 passes through the central shaft hole and enters the receiving space under the guidance of the annular guide 114. In this embodiment, the annular guide 114 is used to precisely guide and position the mover housing 21, ensuring the axial stable movement of the mover within the stator housing 11, reducing radial sway and offset during operation, and improving the motion accuracy of the linear motor.

[0083] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a , Figure 3b and Figure 4 As shown, pressure sensors are arranged in the first air chamber 32 and / or the second air chamber 33, and the stator end cap 12 is provided with a data port 123a electrically connected to the pressure sensors; and / or, The stator housing 11 and / or the mover housing 21 are provided with position sensors, and the stator end seat 12 is provided with a data port 123a that is electrically connected to the position sensors.

[0084] For example, the pressure sensor is installed on the inner wall of the first gas chamber 32 and / or the second gas chamber 33, and is fixed by a sealed joint or threaded interface to ensure that the sensor can directly sense the gas pressure in the gas chamber without leakage. The sensor's signal line is led out through the wire groove or conduit reserved inside the stator end seat 12 and connected to the data port 123a provided on the stator end seat 12 to realize centralized signal transmission and protection.

[0085] 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 assembly 2. The signal lines of the position sensor also follow the wiring arrangement system of the stator end seat 12 to ensure the reliability and stability of signal transmission.

[0086] For example, the pressure sensor can be a high-precision MEMS or thin-film sensor, balancing response speed and durability, and capable of meeting the measurement requirements of high-frequency dynamic pressure in the air chamber. The position sensor can be of the magnetoresistive, Hall effect, or photoelectric encoder type, and can be flexibly configured according to the required accuracy and installation space.

[0087] 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.

[0088] This embodiment achieves real-time monitoring and data acquisition of air chamber pressure and mover assembly 2 by setting pressure and position sensors; combined with data port 123a, it facilitates information transmission and system integration, can promptly feedback the operating status, effectively assist the control system in dynamic adjustment and fault early warning, and improve the operating safety of the linear motor.

[0089] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a and Figure 3b 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.

[0090] The end furthest from the stator end seat 12 is located at the end of the movement path of the mover assembly 2. 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.

[0091] 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.

[0092] 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.

[0093] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a and Figure 3b 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.

[0094] 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. 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 near the inner shell 112 to interact with the mover magnetic field 103, which can improve the structural compactness.

[0095] 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.

[0096] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a and Figure 3b 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.

[0097] 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.

[0098] 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 iron core slot structure in a traditional iron core 102 motor, i.e., the magnetic slot effect.

[0099] 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.

[0100] Based on the same concept, such as Figure 4 As shown, this application also provides an actuator, including: A linear motor, wherein the linear motor is any of the linear motors described above; The elastic member 5 is sleeved around the linear motor, with one end connected to the stator housing 11 and the other end connected to the mover housing 21.

[0101] Among them, the 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.

[0102] 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 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 elastic member 5 can temporarily absorb a portion of the kinetic energy, gradually releasing it after the system stabilizes, thereby reducing direct interference to the electromagnetic system.

[0103] One end of the elastic member 5 is fitted onto the stator housing 11, providing rigid support and ensuring that the 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 elastic member 5, thus forming a cooperative working relationship with the electromagnetic drive. While the linear motor provides active driving force, the 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 capability.

[0104] This embodiment introduces a structural design where an elastic component 5, fitted around the motor, works in parallel with the linear motor. This enables the actuator to achieve adaptive response to dynamic loads. On one hand, the actuator using a linear motor can provide high-precision, fast-response driving force output, meeting the active control requirements of the system. On the other hand, the elastic component 5 provides passive buffering and energy absorption under load impact or high-frequency vibration conditions, reducing the risk of damage to the mover assembly 2 and the armature structure.

[0105] In addition, the actuator has a compact structure and is suitable for highly integrated suspension systems.

[0106] 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 elastic member 5 is constrained between the first bracket 51 and the second bracket 52.

[0107] 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 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 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 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.

[0108] With the above structural combination, the installation of the elastic component 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.

[0109] 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 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 movement of the mover assembly 2. This process does not affect the distribution of the magnetic field 103 inside the motor or the operation of the electric structure, and the elastic member 5 has good decoupling from the linear motor.

[0110] This embodiment achieves independent, precise, and stable installation and positioning of the 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 elastic component 5 more convenient and allow for the selection of elastic components 5 with different stiffnesses or structural forms according to different application scenarios.

[0111] 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.

[0112] Based on the same concept, such as Figure 5 As shown, this application also provides a suspension system, including: 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. The main suspension component includes the lower wishbone 8; 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.

[0113] 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.

[0114] 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.

[0115] 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.

[0116] 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.

[0117] 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.

[0118] 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.

[0119] 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.

[0120] 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.

[0121] 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.

[0122] 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 provided in the side wall of the stator housing and are arranged along the axial direction 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 stator end seat, stator housing, and mover housing form a first air chamber. A second air chamber is also provided inside the stator end seat. A partition is provided between the first air chamber and the second air chamber. When the pressure in the first air chamber or the second air chamber reaches a preset threshold, the partition opens to connect the first air chamber and the second air chamber.

2. The linear motor according to claim 1, characterized in that, The stator end seat near the stator housing has a recessed wall formed along the axial direction of the mover housing. The recessed wall and the partition plate together form the second air chamber. The partition plate, the stator housing, and the mover housing together form the first air chamber.

3. The linear motor according to claim 2, characterized in that, The partition is equipped with an explosion-proof valve structure, which includes a pressure relief channel penetrating the partition, a rupture membrane layer covering the pressure relief channel, and a pre-set fracture groove on the surface of the rupture membrane layer. When the air pressure exceeds a preset threshold, the ruptured membrane region surrounded by the preset rupture groove ruptures along the direction toward the air chamber with air pressure lower than the preset threshold, so as to connect the first air chamber and the second air chamber.

4. The linear motor according to claim 2, characterized in that, The stator end seat includes an end cover and a terminal block. One end of the terminal block is connected to the end cover, and the other end extends toward the rotor housing to form a joint. The joint is located within the receiving space and is fixedly connected to the stator housing.

5. The linear motor according to claim 4, characterized in that, The stator end seat is provided with an air intake channel. The air intake port of the air intake channel is located on the outer wall of the end cover or terminal block, and the air outlet of the air intake channel is opened on the inner wall of the recessed seat and / or the joint.

6. The linear motor according to claim 5, characterized in that, An external air chamber is also provided, which is connected to the air inlet via an air pipe; a control valve is provided at the connection between the air pipe and the external air chamber. When the pressure in the second air chamber reaches a preset threshold, the control valve opens to connect the external air chamber and the second air chamber.

7. The linear motor according to claim 4, characterized in that, The terminal block is provided with a wiring winding, and the terminal block is provided with a wiring port for connecting the wiring winding. The wiring winding is connected to multiple armature coils.

8. The linear motor according to claim 1, characterized in that, The mover assembly also includes a piston ring sleeved around the mover housing. 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 to form a sealed first air chamber between the stator end seat, the stator housing and the mover housing.

9. The linear motor according to claim 1, characterized in that, The stator housing is provided with an annular guide at one end away from the stator end seat. The annular guide has a central shaft hole at its center. At least part of the mover housing passes through the central shaft hole and enters the receiving space under the guidance of the annular guide.

10. The linear motor according to any one of claims 1-9, characterized in that, Pressure sensors are installed in the first and / or second air chambers, and the stator end cap is provided with a data port electrically connected to the pressure sensors.

11. 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.

12. An actuator, characterized in that, include: A linear motor, wherein the linear motor is any one of claims 1-11; An 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.

13. A vehicle, characterized in that, include: Suspension system; The suspension system includes the actuator as described in claim 12, 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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