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 ring, a mover shaft and an end seat; a plurality of first magnetic field components are arranged in the stator ring in the axial direction; the mover shaft can slide in the stator ring in the axial direction, and a plurality of second magnetic field components are arranged on the mover shaft in the axial direction; the mover shaft is driven to reciprocate through electromagnetic interaction; and a closed buffer air chamber is formed between the first end of the mover shaft, the inner wall of the stator ring and the end seat. When the mover shaft of the linear motor of the application runs to the end of the stroke, the air in the chamber is compressed to form gas damping without contact and wear, effectively reducing mechanical impact, improving running stability, avoiding wear and damage caused by hard collision; in addition, the buffer air chamber is embedded in the internal structure of the motor, and no external buffer mechanism is needed, which significantly improves the compactness and integration of the overall structure.

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: A stator ring sleeve, wherein a plurality of first magnetic field components are provided axially inside the stator ring sleeve; The moving shaft is axially slidably sleeved with the stator ring sleeve; a plurality of second magnetic field components are provided axially inside the moving shaft; the first magnetic field components and the second magnetic field components interact to drive the moving shaft to reciprocate along the axial direction of the stator ring sleeve; An end seat is located at one open end of the stator ring sleeve. The moving shaft includes a first end disposed near the end seat. A buffer air chamber is formed between the first end, the stator ring sleeve, and the end seat.

[0006] Optionally, one of the first magnetic field component and the second magnetic field component is an armature coil, and the other is a permanent magnet.

[0007] Optionally, the stator ring includes an outer shell and an inner shell connected to each other, with an annular cavity formed between the outer shell and the inner shell, and a plurality of the first magnetic field components located in the annular cavity of the stator ring.

[0008] Optionally, the moving shaft includes a moving housing and a piston ring sleeved around the periphery of the moving housing. The piston ring is disposed near the first end of the moving shaft. There is an annular air gap between the moving shaft and the inner 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 buffer air chamber between the inner housing, the first end and the end seat.

[0009] Optionally, a plurality of annular armature slots are arranged along the axial direction inside the annular chamber or the mover housing, and each annular armature slot is provided with an armature coil.

[0010] Optionally, the moving shaft further includes a second end disposed away from the end seat, and a buffer seat is sleeved around the second end of the moving shaft to limit its axial travel relative to the stator ring.

[0011] Optionally, the end seat is provided with a wiring winding, and the end seat is provided with a wiring port that is electrically connected to the wiring winding; One end of the wiring winding is connected to multiple armature coils, and the other end is connected to the wiring port.

[0012] Optionally, the end seat has a recessed wall formed on one end face near the stator ring along the axial direction of the first end of the mover shaft. The recessed wall, the mover shaft, and the stator ring together form the buffer air chamber.

[0013] Optionally, the end seat is provided with an air intake channel, the air intake port of the air intake channel is located on the outer side wall of the end seat, and the air outlet of the air intake channel is located on the recessed seat wall.

[0014] Optionally, the stator ring sleeve has an annular guide at one end away from the end seat, and at least part of the mover shaft passes through the interior of the annular guide and extends into the stator ring sleeve under the guidance of the annular guide.

[0015] 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 ring and the other end connected to the mover housing.

[0016] Based on the same concept, this application also provides a vehicle, including: a suspension system; The suspension system includes the aforementioned actuator, and the end seat is provided with a first connecting portion on the side away from the stator ring; the mover housing is provided with a second connecting portion on the side away from the 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.

[0017] As can be seen from the above description, the linear motor provided by this utility model includes a stator ring, a mover shaft, and an end seat. The stator ring contains a plurality of first magnetic field components arranged axially. The mover shaft slides axially with the stator ring, and a plurality of second magnetic field components are arranged axially within the mover shaft. The first and second magnetic field components drive the mover shaft to reciprocate within the stator ring through electromagnetic interaction. The end seat is located at one open end of the stator ring, and the mover shaft includes a first end located near the end seat. The first end, the stator ring, and the end seat together form a buffer chamber. This application changes the through-type mover shaft structure, meaning that only one end of the mover shaft is inserted into the stator ring. Within its insertion area, the first end of the mover shaft, the inner wall of the stator ring, and the end seat together form a buffer chamber. When the moving shaft reaches the end of its stroke, its first end gradually approaches the end seat and compresses the air in the buffer chamber, forming a closed gas compression resistance. This achieves a contactless and wear-free dynamic buffering effect, effectively reducing impact, avoiding mechanical hard collisions, and improving operational stability. In addition, the buffer chamber is integrated into the internal space between the stator ring and the end seat, eliminating the need for additional external damping devices, effectively saving structural volume, and improving the compactness and integration of the overall device. Attached Figure Description

[0018] 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.

[0019] 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 5This is a partial structural schematic diagram of a suspension system according to an embodiment of this application.

[0020] Explanation of reference numerals in the attached figures: 1. Stator ring sleeve; 111. Outer shell; 112. Inner shell; 113. Annular armature slot; 114. Annular guide; 115. Annular chamber; 12. End seat; 121. Air inlet; 122. Air outlet; 123. Wiring port; 123a. Data port; 124. Recessed seat wall; 13. Armature coil; 2. Mover shaft; 21. Mover housing; 21a. First end; 21b. Second end; 22. Permanent magnet 3. Piston ring; 31. Annular air gap; 32. Buffer air chamber; 4. Buffer seat; 5. Elastic component; 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; 100a. First magnetic field component; 100b. Second magnetic field component; 101. Guide rail component; 102. Iron core; 102a. Iron core groove; 103. Magnetic field. Detailed Implementation

[0021] 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.

[0022] 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.

[0023] 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.

[0024] 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 ring 1 and a mover shaft 2. The stator ring 1 includes an armature coil 13, and the mover shaft 2 includes a permanent magnet 22, located within the stator ring 1. The stator ring 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 constitutes the circuit part of the DC motor. The moving shaft 2 also includes a guide rail component 101 (such as a guide rod), which passes through the beginning and end of the stator ring sleeve 1 and is slidably connected to the stator ring sleeve 1. Multiple annular permanent magnets 22 are mounted around the periphery of the guide rail component 101 and arranged along the axial direction of the guide rail component 101. 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 shaft 2, generating thrust and causing the mover shaft 2 to move linearly. 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.

[0025] However, the applicant found that although the introduction of linear motors 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 ring sleeve 1 (set in the iron core slot 102a) and the magnetic field 103 of the permanent magnet 22 of the mover shaft 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 area during the entire operation. Therefore, when existing linear motors are applied to the vehicle suspension system, there is a problem of large structural volume, that is, it is difficult to install them in the compact suspension space of the vehicle.

[0026] Furthermore, traditional linear motors typically employ a through-type mover shaft 2 structure, where the mover shaft 2 runs through the entire stator ring 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 presents significant drawbacks. Because the mover shaft 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.

[0027] To address the issues of large size and poor buffering performance of the aforementioned linear motors, the applicant proposes a compact linear motor structure with high buffering performance. The applicant discovered that the traditional through-type mover shaft 2 structure of a linear motor can be modified into a non-through design. Specifically, only one end of the mover shaft 2 is inserted into the stator ring 1. Within this insertion area, the mover shaft 2, the inner wall of the stator ring 1, and the end seat 12 structure together enclose a closed buffer chamber 32. This buffer chamber 32 can provide flexible resistance through compressed gas when the mover shaft 2 moves at high speed to its limit position, effectively absorbing kinetic energy, mitigating impact, and compensating for the excessive rigidity of the electromagnetic drive.

[0028] Meanwhile, by integrating the buffer air chamber 32 inside the motor body instead of adding it externally, the structural bulkiness caused by the traditional external air chamber 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.

[0029] The following is in conjunction with the appendix Figures 2-5 The embodiments of this application will be described in detail below.

[0030] In some embodiments, a linear motor, such as Figure 2 , Figure 3 , Figure 3a and Figure 3b As shown, it includes: Stator ring sleeve 1, wherein a plurality of first magnetic field components 100a are provided axially inside the stator ring sleeve 1; The moving shaft 2 is axially slidably sleeved with the stator ring sleeve 1; a plurality of second magnetic field components 100b are provided axially inside the moving shaft 2; the first magnetic field component 100a and the second magnetic field component 100b interact to drive the moving shaft 2 to reciprocate along the axial direction of the stator ring sleeve 1; The end seat 12 is located at one open end of the stator ring sleeve 1. The moving shaft 2 includes a first end 21a disposed near the end seat 12. A buffer air chamber 32 is formed between the first end 21a, the stator ring sleeve 1 and the end seat 12.

[0031] For example, the moving shaft 2 and the stator ring sleeve 1 are connected by a sliding fit, and their axes are arranged coaxially. The moving shaft 2 can achieve axial linear reciprocating movement within the stator ring sleeve 1. Specifically, to fix the entire magnetic drive mechanism, the stator ring sleeve 1 is firmly installed on the end seat 12 by threaded connection or bolt fastening. In addition, the moving shaft 2 and the end seat 12 are not in direct contact, but a certain gap is left. This gap and the inner wall of the stator ring sleeve 1 together form a closed or semi-closed buffer air chamber 32, which is used to realize the non-contact pneumatic buffering function.

[0032] For example, multiple first magnetic field components 100a can be evenly arranged inside / on the sidewall of the stator ring 1. The first magnetic field components 100a can be permanent magnets 22 or armature coils 13. The mover shaft 2 is provided with second magnetic field components 100b corresponding to the first magnetic field components 100a. The second magnetic field components 100b can be permanent magnets 22 or armature coils 13 installed inside or on the surface of the mover shaft 2. Their number, polarity and spacing match those of the first magnetic field components 100a, forming an interlaced magnetic field array with a pushing and pulling effect.

[0033] For example, to ensure stable operation of the device, attention should be paid to controlling the sliding fit clearance between the moving shaft 2 and the stator ring sleeve 1. Appropriate fit tolerances should be selected to ensure uniform magnetic gap, continuous operation of the magnetic field 103, and no jamming. Simultaneously, the moving shaft 2 and stator ring sleeve 1 can be fitted with a low-friction coating or a sliding bearing to reduce frictional resistance. Furthermore, the buffer chamber 32 should have good sealing performance; if necessary, micro-holes or throttling valve structures can be installed within the chamber to adjust the pneumatic buffer response speed. For schemes using electromagnetic coils as the first magnetic field component 100a, the excitation method should preferably employ PWM modulation or a multi-phase AC drive strategy to achieve continuous and stable driving force output and improve the overall control performance.

[0034] For example, an inert gas with insulating properties (such as nitrogen) can be injected into the buffer chamber 32 to prevent electrical breakdown. Alternatively, the inert gas can be introduced into the chamber through a pre-set injection port on the end seat 12 or the stator ring 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 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.

[0035] Taking the motion performance of the buffer chamber 32 during linear motor drive as an example, this embodiment is explained. A buffer chamber 32 is formed between the first end 21a of the moving shaft 2, the stator ring 1, and the end seat 12. To buffer and protect the end of the moving shaft 2, as the moving shaft 2 approaches the end seat 12, the volume of the buffer chamber 32, formed by the moving shaft 2, the stator ring 1, and the end seat 12, gradually decreases. The gas inside is rapidly compressed, generating a reverse aerodynamic force, creating a non-contact pneumatic braking effect, preventing the moving shaft 2 from directly impacting the end seat 12. This buffer chamber 32 can replace traditional mechanical limiting or elastic buffer elements, significantly reducing wear risk, extending service life, and enhancing structural reliability and environmental resistance.

[0036] The linear motor provided in this embodiment includes a stator ring sleeve 1, a mover shaft 2, and an end seat 12. The stator ring sleeve 1 has a plurality of first magnetic field components 100a arranged axially inside. The mover shaft 2 is axially slidingly fitted with the stator ring sleeve 1, and the mover shaft 2 has a plurality of second magnetic field components 100b arranged axially inside. The first magnetic field components 100a and second magnetic field components 100b drive the mover shaft 2 to reciprocate within the stator ring sleeve 1 through electromagnetic interaction. The end seat 12 is located at an open end of the stator ring sleeve 1. The mover shaft 2 includes a first end 21a located near the end seat 12. The first end 21a, the stator ring sleeve 1, and the end seat 12 together form a buffer chamber 32. This application changes the through-type structure of the mover shaft 2, that is, only one end of the mover shaft 2 is inserted into the stator ring sleeve 1. Within its insertion area, the first end 21a of the mover shaft 2, the inner wall of the stator ring sleeve 1, and the end seat 12 together form a buffer chamber 32. When the moving shaft 2 reaches the end of its stroke, its first end 21a gradually approaches the end seat 12 and compresses the air in the buffer chamber 32, forming a closed gas compression resistance, thereby achieving a contactless and wear-free dynamic buffering effect, effectively reducing impact, avoiding mechanical hard collisions, and improving operational stability; in addition, the buffer chamber 32 is integrated in the internal space between the stator ring sleeve 1 and the end seat 12, eliminating the need for additional external damping devices, effectively saving structural volume, and improving the compactness and integration of the overall device.

[0037] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a and Figure 3b As shown, one of the first magnetic field component 100a and the second magnetic field component 100b is an armature coil 13, and the other is a permanent magnet 22.

[0038] For example, the first magnetic field component 100a is disposed on the stator ring 1 and is an armature coil 13 structure; the second magnetic field component 100b is disposed on the mover shaft 2 and is a permanent magnet 22 structure; after the armature coil 13 is energized, it generates an alternating magnetic field, which electromagnetically couples with the permanent magnet 22 on the mover shaft 2 to form an alternating pushing and pulling electromagnetic force, thereby driving the mover shaft 2 to reciprocate linearly along the axial direction in the stator ring 1.

[0039] Specifically, when the armature coil 13 is fixed inside the stator ring 1, the mover shaft 2 only needs to support the permanent magnet 22 assembly, eliminating the need for complex wiring. This improves the motion reliability of the mover shaft 2, reduces its mass, and enhances response speed and acceleration performance. Conversely, if the armature coil 13 is placed inside the mover shaft 2 and the permanent magnet 22 is placed inside the stator ring 1, they can be configured in reverse according to the actual spatial layout and drive strategy to meet different technical requirements of "mover energized" or "stator energized," thereby improving system adaptability and scalability.

[0040] For example, the armature coil 13 can be constructed using enameled copper wire with high conductivity, combined with a high-permeability iron core 102 (such as silicon steel sheet or soft magnetic composite material) to enhance the strength of the magnetic field 103 and the magnetic flux closure effect; the permanent magnet 22 can be made of rare earth material with high magnetic energy product, such as neodymium iron boron (NdFeB). In addition, to ensure the stability of magnetic drive, the consistency of the magnetic gap must be strictly controlled to avoid magnetic fluctuations and motion jitter caused by uneven air gap.

[0041] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a and Figure 3b As shown, the stator ring sleeve 1 includes an outer shell 111 and an inner shell 112 connected to each other, and an annular cavity 115 is formed between the outer shell 111 and the inner shell 112. A plurality of first magnetic field components 100a are located in the annular cavity 115 of the stator ring sleeve 1.

[0042] For example, the outer shell 111 and the inner shell 112 are arranged at intervals in the radial direction and form a composite shell structure through structural connectors (such as ribs, support frames, and welding fixation).

[0043] Specifically, the outer shell 111 is the outermost structure of the stator ring 1, 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 close to the moving shaft 2, maintaining a certain air gap with the moving shaft 2 to provide a channel for the movement of the moving shaft 2. It is usually covered with a non-magnetic material (such as aluminum alloy or stainless steel) to avoid electromagnetic interference.

[0044] In addition, the annular cavity 115 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 to install or embed the first magnetic field component 100a (such as the armature coil 13 or the permanent magnet 22). The armature coil 13 is embedded in the annular cavity 115 on the side near the inner shell 112 to achieve interaction with the magnetic field 103 of the mover shaft 2, which can improve the structural compactness.

[0045] In this embodiment, by installing multiple first magnetic field components 100a within an annular cavity 115 formed between the outer shell 111 and the inner shell 112, the first magnetic field components 100a are highly integrated with the stator ring sleeve 1 structure, effectively saving overall space layout, avoiding external additional installation structures, and improving the compactness and consistency of motor assembly. At the same time, since the first magnetic field components 100a 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.

[0046] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a and Figure 3b As shown, the moving shaft 2 includes a moving housing 21 and a piston ring 3 sleeved around the moving housing 21. The piston ring 3 is disposed near the first end 21a of the moving shaft 2. There is an annular air gap 31 between the moving shaft 2 and the inner housing 112. 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 buffer air chamber 32 between the inner housing 112, the moving housing 21 and the end seat 12.

[0047] It is important to note that the spatial relationship between the stator sleeve 1 and the mover shaft 2 is a core design element of the linear motor. The stator sleeve 1 and the end seat 12 constitute the space for the movement of the mover shaft 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.

[0048] 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 ring sleeve 1. Its outer diameter needs to be slightly larger than the inner diameter of the stator ring sleeve 1, while its inner diameter is tightly fitted to the mover shaft 2. The piston ring 3 has a continuous annular design and good circumferential elasticity, allowing it to tightly fit against the inner wall of the stator ring sleeve 1 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 shaft 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.

[0049] During operation, the piston ring 3 moves together with the rotor shaft 2. Its inner side is tightly fitted with the rotor housing 21, while its outer side maintains a slight gap or sliding fit with the inner wall of the stator ring sleeve 1, allowing the rotor shaft 2 to move freely axially 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. Simultaneously, a lubricating film or self-lubricating material is permanently provided in the contact area with the stator ring sleeve 1, effectively reducing frictional wear and heat accumulation, ensuring long-term stable operation.

[0050] The annular air gap 31 between the mover housing 21 and the stator ring sleeve 1, after being sealed by the piston ring 3, together with the end seat 12 and the mover housing 21, forms a cylindrical, sealed buffer chamber 32. This 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 shaft 2 relative to the stator ring sleeve 1, especially when the stator ring sleeve 1 moves towards the end seat 12, the gas medium within the sealed buffer chamber 32 provides elastic support and shock absorption for the mover shaft 2, improving overall operational stability. Simultaneously, the gas medium within the chamber prevents the mover shaft 2 from entering the inefficient or ineffective electromagnetic region near the 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 space basis for the subsequent introduction of specific gas media.

[0051] In this embodiment, a piston ring 3 is introduced. The piston ring 3 is located between the stator ring sleeve 1 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 ring sleeve 1, thereby constructing a dynamically sealed buffer air chamber 32 structure between the stator ring sleeve 1, the 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 shaft 2, thereby improving the overall stability.

[0052] 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 their axial direction in the annular chamber 115 or the moving part housing 21, and each annular armature slot 113 is provided with an armature coil 13.

[0053] For example, the annular armature slot 113 is disposed in the annular cavity 115 near the inner housing 112 or inside the mover housing 21. It is made of a non-magnetic material, and the annular armature slot 113 and the armature coil 13 are tightly fitted together 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 slot 113, which can achieve the effect of clear magnetic flux path and low loss, and can improve the overall driving efficiency and control accuracy.

[0054] 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 the periodic magnetic pull change caused by the iron core slot structure in traditional iron core motors, i.e., the magnetic slot effect.

[0055] This embodiment achieves standardized and high-density coil embedding by introducing an annular armature slot 113, ensuring motor thrust without increasing motor size. Furthermore, the armature coil 13 adopts a coreless structure, embedding itself in a non-magnetic armature slot, avoiding hysteresis loss, eddy current loss, and cogging effect present in traditional iron-core 102 structures. This results in smoother thrust output, higher efficiency, and meets the requirements of structural compactness and high performance.

[0056] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a and Figure 3b As shown, the moving shaft 2 also includes a second end 21b located away from the end seat 12. A buffer seat 4 is sleeved around the second end 21b of the moving shaft 2 to limit its axial travel relative to the stator ring sleeve 1.

[0057] The second end 21b, located away from the end seat 12, is situated at the end of the movement path of the mover shaft 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. Through contact with the end of the stator ring sleeve 1, it achieves physical travel limitation and buffering. For example, the end of the stator ring sleeve 1 can also be provided with a buffer groove that mates with the buffer seat 4. When the mover shaft 2 is at the end of the movement path, the buffer seat 4 also enters the buffer groove, further reducing the impact force.

[0058] When the armature coil 13 drives the moving shaft 2 to reciprocate, the moving shaft 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 moving housing 21. When the moving shaft 2 moves to its maximum designed stroke, the buffer seat 4 first abuts against the stator ring sleeve 1, absorbing the end kinetic energy and preventing it from continuing to move forward. This limits the axial travel of the moving shaft 2 relative to the stator ring sleeve 1, prevents structural collisions or jamming, and protects the safety of the electromagnetic system and the mechanical end.

[0059] In this embodiment, a buffer seat 4 is fixedly sleeved around the end of the mover housing 21 away from the end seat 12. When the mover shaft 2 moves to its maximum design stroke, the buffer seat 4 first abuts against the stator ring sleeve 1, 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 shaft 2, avoids equipment damage caused by the mover shaft 2 hitting the structural wall due to control failure or abnormal load, and improves the operational safety and stability of the entire motor system.

[0060] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a and Figure 3b As shown, the end seat 12 is provided with a wiring winding, and the end seat 12 is provided with a wiring port 123 that is electrically connected to the wiring winding; One end of the wiring winding is connected to multiple armature coils 13, and the other end is connected to the wiring port 123.

[0061] For example, the end cap 12 may be made of a metal material (such as aluminum or stainless steel), and further, the end cap 12 has a hollow structure inside to accommodate the wiring winding, which facilitates the arrangement and maintenance of electrical connections.

[0062] Specifically, the wiring winding is housed within the hollow structure of the end cap 12, primarily used for transitional connection between the armature coil 13 and the external electrical system. It can be a copper wire-wound end connection section or a plug-in terminal structure, offering good conductivity and ease of installation. One end of the wiring winding connects to the terminal 123 on the end cap 12, while the other end branches out to connect electrically to multiple armature coils 13. Through a rational wiring and layout design, the orderly organization of various electrical paths, including three-phase power supply, electromagnetic signals, and feedback circuits, can be achieved, improving the overall system's wiring efficiency and operational stability.

[0063] In this embodiment, the end cap 12 adopts a hollow shell structure, which integrates wiring windings inside. One end of the windings is connected to the wiring port 123, and the other end branches and connects to multiple armature coils 13. Through the integrated wiring design in the end cap 12, 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 between electrical connection functions and stator structure.

[0064] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a and Figure 3b As shown, the end seat 12 has a recessed seat wall 124 formed on one end face near the stator ring sleeve 1 along the axial direction of the first end 21a of the moving shaft 2. The recessed seat wall 124, the moving shaft 2 and the stator ring sleeve 1 together form a buffer air chamber 32.

[0065] The recessed seat wall 124 itself is part of the end seat 12 structure and is integrated with the end seat 12 structure to ensure sealing without affecting the wiring arrangement.

[0066] The recessed seat wall 124 structure makes the end seat 12 not a closed planar area, but 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 ring sleeve 1 to ensure a certain distance between it and the mover housing 21.

[0067] By introducing a recessed seat wall 124 and forming a buffer air chamber 32, the original air chamber volume can be expanded, while the space of the end seat 12 is further compressed, thus improving the overall structural compactness.

[0068] In addition, the recessed seat wall 124 structure can improve the overall rigidity and compressive strength of the seat wall without adding too much material, thus preventing deformation.

[0069] For example, the end seat 12 is provided with a position sensor and a data port 123a electrically connected to the position sensor, the position sensor being disposed on the inner wall of the recessed space formed by the recessed seat wall 124; and / or, The end base 12 is provided with a pressure sensor and a data port 123a electrically connected to the pressure sensor. The pressure sensor is arranged on the inner wall of the recessed space to detect pressure changes in the buffer air chamber 32.

[0070] In this embodiment, a recessed seat wall 124 is formed by recessing the end face of the end seat 12 near the stator ring 1 along the axial direction of the first end 21a of the mover shaft 2. This recessed seat wall 124, together with the mover shaft 2 and the stator ring 1, forms a buffer air chamber 32. By providing the recessed seat wall 124, the buffer cavity of the air chamber can be effectively expanded within a limited axial space, enhancing the gas compression effect and further improving the buffering performance.

[0071] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a and Figure 3b As shown, the end seat 12 is provided with an air intake channel. The air intake port 121 of the air intake channel is located on the outer side wall of the end seat 12, and the air outlet 122 of the air intake channel is located on the recessed seat wall 124. The air outlet 122 is connected to the buffer air chamber 32.

[0072] For example, to ensure the coordinated performance of the buffer air chamber 32 and the air intake channel, the connection structure needs to be rationally designed. Specifically, the air intake channel should avoid sharp angles or dead angles to reduce airflow loss and prevent air resistance buildup. Simultaneously, a microporous filter or dustproof mesh structure can be installed at the air outlet 122 of the channel to prevent air particles or impurities from entering the air chamber and affecting the air cushion effect. Furthermore, to meet the air intake requirements under different operating conditions, components such as throttling devices and pressure regulators can be embedded inside the air intake channel to control the airflow speed and volume, further improving the buffer control accuracy.

[0073] For example, the air inlet 121 should be located in a position that is easy to inspect or connect to an external air source to ensure ventilation efficiency and ease of maintenance; the air outlet 122 of the air inlet channel is located on the surface of the recessed seat wall 124, and the sealing of the connection between the recessed seat wall 124 and the air outlet 122 must be ensured. High-precision machining technology should be used to ensure that there is no air leakage and no turbulence area is formed at this point, thereby ensuring stable and reliable gas buffering during system operation. In addition, the air inlet channel can also be replaced by a ventilation pipe component.

[0074] In this embodiment, an air intake channel is provided in the end seat 12. The air intake port 121 of the air intake channel is located on the outer side wall of the end seat 12, and the air outlet 122 is provided on the recessed seat wall 124. This structure allows an external air source to easily enter the buffer air chamber 32 through the air intake channel, so as to realize continuous air supply or pressure regulation of the buffer chamber. This not only improves the stability of the buffer performance of the air chamber, but also facilitates connection with the external air circuit system.

[0075] In some embodiments, such as Figure 2 , Figure 3 , Figure 3a and Figure 3bAs shown, the stator ring sleeve 1 is provided with an annular guide 114 at one end away from the end seat 12. At least part of the moving shaft 2 passes through the interior of the annular guide 114 and extends into the stator ring sleeve 1 under the guidance of the annular guide 114.

[0076] For example, an annular guide 114 is provided at the end of the stator ring sleeve 1 away from the end seat 12. The annular guide 114 is installed and fixed along the axial direction of the stator ring sleeve 1, forming a coaxial limiting and high-precision guiding structure for the moving shaft 2. Specifically, the annular guide 114 serves as a pre-guide mechanism for the moving shaft 2 to enter the interior of the stator ring sleeve 1. It has a central shaft hole for guiding the moving shaft 2 from the outside of the stator ring sleeve 1 into the interior, thereby achieving axial sliding precision control of the moving shaft 2 throughout its running path. The guide and the stator ring sleeve 1 can be reliably connected by an interference fit to ensure the stability and positioning accuracy of their installation.

[0077] For example, the front section of the moving shaft 2 passes through the central shaft hole of the annular guide 114 and enters the stator ring sleeve 1 through the central shaft hole; specifically, a small gap is designed between the central shaft hole and the moving shaft 2, which can be achieved by using a high-precision sliding fit or embedding a precision sliding bearing inside, thereby achieving precise guidance with low friction and low resistance.

[0078] For example, the inner wall of the annular guide 114 may be provided with a wear-resistant bushing, such as high-performance materials like POM (polyoxymethylene), PTFE (polytetrafluoroethylene), or ceramic coating, which can effectively extend the service life of the guide structure and reduce the accumulation of frictional heat during the operation of the moving shaft 2. In addition, the body of the annular guide 114 may also be designed as a detachable structure to facilitate the maintenance, cleaning, or replacement of the moving shaft 2 or internal magnetic field components in the future.

[0079] This embodiment, by setting an annular guide 114, makes the sliding direction of the moving shaft 2 more accurate during operation, effectively improving the axial stability and dynamic response capability of the operation; at the same time, it can also reduce the interference and friction between the moving shaft 2 and the inner wall of the stator ring sleeve 1, reducing mechanical wear and system temperature rise; if combined with sealing protection measures, it can also prevent foreign objects from entering.

[0080] 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; Elastic member 5 is sleeved around the linear motor, with one end connected to the stator ring 1 and the other end connected to the mover housing 21.

[0081] 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.

[0082] It should be noted that during the operation of the actuator, the linear motor drives the moving shaft 2 to move axially via electromagnetic action. Since the elastic member 5 connects the stator ring 1 and the moving shaft 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, which is then gradually released after the system stabilizes, thereby reducing direct interference to the electromagnetic system.

[0083] One end of the elastic member 5 is fitted onto the stator ring 1, 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.

[0084] 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 shaft 2 and the armature structure.

[0085] In addition, the actuator has a compact structure and is suitable for highly integrated suspension systems.

[0086] 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 ring 1, 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.

[0087] The first bracket 51 is fixedly installed on the top of the end seat 12 on the periphery of the stator ring sleeve 1, providing a static support point for the elastic member 5 and ensuring the system is stably installed. The second bracket 52 is fixedly installed on the outer end of the mover housing 21, moving synchronously with the mover housing 21 to achieve follow-up, ensuring that the elastic member 5 responds to the 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 in the linear motor. The elastic member 5 is located between the first bracket 51 and the second bracket 52, and is axially constrained and limited, allowing it to be compressed or stretched between the brackets, preventing component displacement or instability, while also enhancing the controllable buffer path.

[0088] 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.

[0089] In this embodiment, the actuator operates, and the electromagnetic drive propels the moving shaft 2 to move axially. The moving 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 moving shaft 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.

[0090] 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.

[0091] 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.

[0092] 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 end seat 12 is provided with a first connecting portion 6 on the side away from the stator ring 1; the mover housing 21 is provided with a second connecting portion 7 on the end away from the 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.

[0093] 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.

[0094] For example, one end of the actuator stator ring 1 is fixedly mounted on the vehicle body through the first connecting part 6, providing a stable rigid reference benchmark; one end of the mover shaft 2 is connected to the lower suspension fork 8 through 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.

[0095] 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.

[0096] 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.

[0097] 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.

[0098] The actuators introduced in this suspension system adopt a segmented decoupled connection. The mover shaft 2 and stator ring 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.

[0099] 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.

[0100] 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.

[0101] 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.

[0102] 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: A stator ring sleeve, wherein a plurality of first magnetic field components are provided axially inside the stator ring sleeve; The moving shaft is axially slidably sleeved with the stator ring sleeve; a plurality of second magnetic field components are provided axially inside the moving shaft; the first magnetic field components and the second magnetic field components interact to drive the moving shaft to reciprocate along the axial direction of the stator ring sleeve; An end seat is located at one open end of the stator ring sleeve. The moving shaft includes a first end disposed near the end seat. A buffer air chamber is formed between the first end, the stator ring sleeve, and the end seat.

2. The linear motor according to claim 1, characterized in that, One of the first magnetic field component and the second magnetic field component is an armature coil, and the other is a permanent magnet.

3. The linear motor according to claim 2, characterized in that, The stator ring includes an outer shell and an inner shell connected to each other, and an annular cavity is formed between the outer shell and the inner shell. A plurality of the first magnetic field components are located in the annular cavity of the stator ring.

4. The linear motor according to claim 3, characterized in that, The moving shaft includes a moving housing and a piston ring sleeved around the periphery of the moving housing. The piston ring is located near the first end of the moving shaft. There is an annular air gap between the moving shaft and the inner 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 buffer air chamber between the inner housing, the first end and the end seat.

5. The linear motor according to claim 4, characterized in that, Multiple annular armature slots are arranged along their axial direction within the annular chamber or the moving part housing, and each annular armature slot is provided with an armature coil.

6. The linear motor according to claim 1, characterized in that, The moving shaft also includes a second end located away from the end seat, and a buffer seat is sleeved around the second end of the moving shaft to limit its axial travel relative to the stator ring.

7. The linear motor according to claim 2, characterized in that, The end seat is provided with a wiring winding, and the end seat is provided with a wiring port that is electrically connected to the wiring winding; One end of the wiring winding is connected to multiple armature coils, and the other end is connected to the wiring port.

8. The linear motor according to claim 1, characterized in that, The end seat has a recessed wall formed on one end face near the stator ring along the axial direction of the first end of the mover shaft. The recessed wall, the first end, and the stator ring together form the buffer air chamber.

9. The linear motor according to claim 8, characterized in that, The end seat is provided with an air intake channel, the air intake port of the air intake channel is located on the outer side wall of the end seat, and the air outlet of the air intake channel is located on the wall of the recessed seat.

10. The linear motor according to any one of claims 1-9, characterized in that, The stator ring sleeve is provided with an annular guide at one end away from the end seat, and at least part of the moving shaft passes through the interior of the annular guide and extends into the stator ring sleeve under the guidance of the annular guide.

11. An actuator, characterized in that, include: A linear motor, wherein the linear motor is any one of claims 1-10; An elastic member is sleeved around the linear motor, with one end connected to the stator ring 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 end seat is provided with a first connecting portion on the side away from the stator ring; and the mover housing is provided with a second connecting portion on the end away from the 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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