A linear motor, actuator and vehicle

Abstract

This disclosure provides a linear motor, actuator, and vehicle, relating to the field of vehicle suspension system technology. The linear motor includes a stator assembly and a mover assembly. The stator assembly comprises a stator ring and a stator end seat, with a plurality of first magnetic field components disposed within the stator ring. The mover assembly includes a mover shaft and a mover bushing fitted over it, with the stator ring at least partially located between and slidably connected to it. A plurality of second magnetic field components are disposed within both the mover shaft and the mover bushing, forming a double-layer magnetic field structure that drives the mover assembly to reciprocate axially under electromagnetic influence. This structure increases the magnetic field coupling area and coverage, effectively enhancing thrust, reducing magnetic flux leakage, and improving energy efficiency and response performance. Simultaneously, the mover shaft is relatively closer to the stator open end, which helps it to be located in the core region of the magnetic field, further improving the magnetic coupling effect and operational stability.

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 employ hydraulic or pneumatic dampers, passively or semi-actively absorbing vibrations and shocks to reduce body sway and tire bounce, thereby improving the overall ride comfort and driving stability. However, such systems struggle to effectively handle the higher performance demands of complex road conditions or intelligent driving scenarios. To address this, active suspension systems based on linear motor drives have emerged, offering higher response efficiency and control potential. However, limitations imposed by existing linear motor structures, such as large size, significant magnetic flux leakage, and insufficient thrust output, still present challenges for their application in actual vehicle platforms.

[0003] In view of this, how to design a suspension system based on linear motor drive with a compact structure and excellent thrust output performance 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, characterized in that it comprises: A stator assembly includes a stator ring and a stator end seat, wherein a plurality of first magnetic field components are provided axially inside the stator ring; and the stator end seat is disposed at an open end of the stator ring. A mover assembly includes a mover shaft and a mover shaft sleeve. The mover shaft sleeve is fitted around the periphery of the mover shaft. At least a portion of the stator ring sleeve is located between the mover shaft and the mover shaft sleeve and is slidably connected to at least one of the mover shaft and the mover shaft sleeve. Both the mover shaft and the mover shaft sleeve are provided with a plurality of second magnetic field components along the axial direction. The first magnetic field components and the second magnetic field components interact to drive the mover assembly to reciprocate along the axial direction of the stator assembly. In the axial direction of the mover assembly, the distance between the mover shaft and the open end is less than the distance between the mover bushing and the open end.

[0006] Optionally, the moving shaft and the moving shaft sleeve are coaxially fixed, and the moving shaft completely penetrates the moving shaft sleeve.

[0007] Optionally, the mover assembly further includes an adapter seat, the adapter seat having a mating groove at one end near the mover shaft, and the corresponding end of the mover shaft being inserted into the mating groove for fixed connection with the adapter seat; The moving shaft sleeve has a mounting groove at one end near the adapter seat. The adapter seat is located in the mounting groove and is fixedly connected to the moving shaft sleeve.

[0008] Optionally, at least a portion of the moving shaft located within the mating groove is provided with a weight-reducing cavity.

[0009] Optionally, the mover assembly further includes a first piston ring sleeved around the periphery of the mover shaft, and a first annular air gap exists between the mover shaft and the inner wall of the stator ring sleeve. The first piston ring is located within the first annular air gap and is used to seal the first annular air gap, so as to form a first air chamber between the stator end seat, the stator ring sleeve and the mover shaft.

[0010] Optionally, the stator assembly further includes a second piston ring sleeved around the stator ring sleeve, and a second annular air gap exists between the mover shaft sleeve and the outer wall of the stator ring sleeve. The second piston ring is located in the second annular air gap and is used to seal the second annular air gap, so as to form a second air chamber between the mover shaft sleeve, the mover shaft and the stator ring sleeve.

[0011] Optionally, the moving shaft and the moving shaft sleeve together form a receiving space, and a buffer seat is provided in the receiving space; the buffer seat is sleeved on the periphery of one end of the moving shaft near the adapter seat and abuts against the adapter seat to form a fitting structure for fixing the moving shaft sleeve.

[0012] Optionally, the stator ring sleeve has an annular guide at one end away from the stator end seat, and the annular guide has a hollow shaft hole at its center. At least part of the moving shaft passes through the central shaft hole and enters the stator ring sleeve under the guidance of the annular guide.

[0013] 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 assembly to form a joint. The joint is sleeved on the outer wall of the stator ring opening and is fixedly connected to the stator ring. The joint is disposed opposite to the mover bushing.

[0014] Optionally, the end face of the terminal block away from the end cover is recessed along the axial direction of the stator ring sleeve towards the end cover to form a recessed seat wall, and the first air chamber is formed between the first piston ring, the recessed seat wall, the stator ring sleeve and the moving shaft.

[0015] Optionally, 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 recessed seat wall.

[0016] 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 first air chamber reaches a preset threshold, the control valve opens to connect the external air chamber and the first air chamber.

[0017] Based on the same concept, this application also provides an actuator, including a linear motor as described above.

[0018] 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 ring; the mover shaft 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; Among them, 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; The first or second connecting part is connected to the adapter.

[0019] 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 includes a stator ring and a stator end seat. A plurality of first magnetic field components are arranged axially inside the stator ring, and the stator end seat closes one end of its opening. The mover assembly includes a mover shaft and a mover bushing sleeve sleeved outside the mover shaft. The stator ring is at least partially located between the mover shaft and the mover bushing sleeve and is slidably connected to at least one of them. At the same time, a plurality of second magnetic field components are arranged axially inside both the mover shaft and the mover bushing sleeve. This application changes the traditional linear motor where the mover assembly only has magnetic field components on a single mover shaft. Instead, it replaces the traditional approach with a mover shaft sleeve outside the mover shaft, and magnetic field components are arranged inside both the mover shaft and the mover shaft sleeve, forming a mover assembly with a double-layer magnetic field component. This double-layer magnetic field component design increases the magnetic field coupling area, and the double-layer magnetic field component structure provides stronger coverage of the magnetic flux path, reducing the risk of magnetic flux leakage, thereby improving the thrust output efficiency and energy utilization of the linear motor. In addition, the design of the mover shaft being closer to the stator opening end than the mover shaft sleeve helps to place the mover shaft deeper into the core region of the magnetic field formed by the first magnetic field component, thereby further enhancing the main magnetic coupling and improving the overall thrust output performance and operational stability of the motor. Attached Figure Description

[0020] 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.

[0021] 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 4 This is a partially enlarged cross-sectional view of the annular air gap of a linear motor according to an embodiment of this application. Figure 5 This is a partially enlarged cross-sectional view of a linear motor according to an embodiment of this application; Figure 6 This is a schematic diagram of the structure of an actuator according to an embodiment of this application.

[0022] Explanation of reference numerals in the attached figures: 1. Stator assembly; 11. Stator ring; 111. Outer shell; 112. Inner shell; 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. First magnetic field component; 131. Armature coil; 2. Mover assembly; 21a. Mover shaft; 21b. Mover shaft 1. Set; 22. Second magnetic field component; 221. Permanent magnet; 23. Adapter seat; 231. Insertion slot; 232. Weight reduction cavity; 3a. First piston ring; 3b. Second piston ring; 31a. First annular air gap; 31b. Second annular air gap; 32. First air chamber; 33. Second air chamber; 4. Buffer seat; 5. External air chamber; 51. Control valve; 6. First connecting part; 7. Second connecting part; 101. Guide rail component; 102. Iron core; 102a. Iron core slot; 103. Magnetic field. Detailed Implementation

[0023] 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.

[0024] 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 disclosure pertains. The terms "first," "second," and similar terms used in this disclosure 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 word encompasses the elements or objects listed following the word 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.

[0025] 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 body sway, and maintaining vehicle posture. It is a key system for ensuring driving safety, comfort, and handling. Most current 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.

[0026] 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 131, and the mover assembly 2 includes a permanent magnet 221. 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 131. The multiple armature coils 131 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 221 are mounted around the guide rail component 101 and arranged along its axial direction. Figure 1 As shown, when the armature coil 131 is energized, the generated magnetic field 103 interacts with the permanent magnet 221 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.

[0027] 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 thrust output. Specifically, the thrust of the linear motor comes from the electromagnetic interaction between the armature coil 131 of the stator assembly 1 (located in the iron core slot 102a) and the magnetic field 103 of the permanent magnet 221 of the mover assembly 2. For 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. Specifically, by increasing the size of the iron core 102 to accommodate a sufficient number of armature coils 131 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 131 is always in the effective magnetic field 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.

[0028] Furthermore, traditional linear motors typically employ a single-shaft mover assembly 2 with permanent magnets 221 arranged only within the housing. This means a single layer of permanent magnets 221 is placed on the slender mover shaft 21a, and driving thrust is achieved through the interaction between its external magnetic field 103 and the stator coils. However, this structure has a flaw in its magnetic circuit design—the magnetic field 103 generated by the armature coil 131 fails to fully couple effectively with the magnetic field 103 of the mover permanent magnet 221. Some magnetic flux leaks outside the motor, forming ineffective flux and reducing electromagnetic energy utilization. This flux leakage not only reduces thrust output efficiency but may also cause electromagnetic interference to surrounding components, affecting the overall system stability. Specifically, the magnetic field lines diverge in the absence of a good magnetic conduction path, causing a decrease in the utilization rate of the magnetic field 103, thus limiting the effective thrust output per unit input power. Moreover, due to the high flux leakage ratio, the armature coil 131 requires a larger current input to maintain the expected thrust output, which not only leads to a decrease in the overall electromagnetic drive efficiency, but also exacerbates heat loss and causes the system to heat up violently.

[0029] In application scenarios, such as automotive linear actuators and suspension systems, where high response requirements are required, the inefficient use of magnetic flux by this structure not only limits the size of the motor and the performance of thrust output, but also increases the reliance on high-performance control algorithms and cooling systems, thereby raising the overall system cost.

[0030] To address the issues of large size, severe magnetic flux leakage, and insufficient thrust output in traditional linear motors, the applicant proposes a compact linear motor structure with sufficient thrust output. The applicant discovered that the traditional linear motor structure, where the mover assembly 2 consists of a single mover shaft 21a with a magnetic field component, can be modified to a non-through-type double-layer magnetic field component layout where the mover shaft 21a and the mover bushing 21b jointly construct a magnetic flux loop. Specifically, the stator assembly 1 is placed between the mover shaft 21a and the mover bushing 21b, forming a ring-shaped magnetic circuit structure. This double-layer magnetic field component layout effectively reduces magnetic flux leakage, concentrates magnetic lines of force through the stator region, and significantly improves the thrust output efficiency per unit current. This, in turn, improves the thrust output efficiency and energy utilization of the linear motor, solving the problems of low magnetic field utilization and limited thrust performance in traditional single-layer magnetic field component structures.

[0031] The following is in conjunction with the appendix Figures 2-6 The embodiments of this application will be described in detail below.

[0032] In some embodiments, such as Figure 2 , Figure 3 and Figure 5 As shown, a linear motor includes: The stator assembly 1 includes a stator ring sleeve 11 and a stator end seat 12. The stator ring sleeve 11 is provided with a plurality of first magnetic field components 13 along the axial direction. The stator end seat 12 is disposed at an open end of the stator ring sleeve 11. The mover assembly 2 includes a mover shaft 21a and a mover bushing 21b. The mover bushing 21b is sleeved around the mover shaft 21a. At least a portion of the stator ring 11 is located between the mover shaft 21a and the mover bushing 21b, and is slidably connected to at least one of the mover shaft 21a and the mover bushing 21b. Both the mover shaft 21a and the mover bushing 21b are provided with a plurality of second magnetic field members 22 along the axial direction. The first magnetic field member 13 and the second magnetic field member 22 interact to drive the mover assembly 2 to reciprocate along the axial direction of the stator assembly 1. In the axial direction of the mover assembly 2, the distance between the mover shaft 21a and the open end is less than the distance between the mover bushing 21b and the open end.

[0033] In this configuration, one of the first magnetic field component 13 and the second magnetic field component 22 is an armature coil 131, and the other is a permanent magnet 221. Optionally, the first magnetic field component 13 is an armature coil 131, and the second magnetic field component 22 is a permanent magnet 221. When the armature coil 131 is energized, it generates an alternating magnetic field 103, which electromagnetically couples with the permanent magnet 221 inside the mover shaft 21a and the mover shaft sleeve 21b, forming an alternating pushing and pulling electromagnetic force. This drives the mover shaft 21a and the mover shaft sleeve 21b to reciprocate linearly along the axial direction relative to the stator ring sleeve 11.

[0034] Specifically, when the armature coil 131 is fixed inside the stator ring 11, the mover shaft 21a and mover sleeve 21b only need to support the permanent magnet 221 assembly, eliminating the need for complex wiring. This improves the motion reliability of the mover assembly 2, reduces weight, and enhances response speed and acceleration performance. Conversely, if the armature coil 131 is placed inside the mover shaft 21a and mover sleeve 21b, and the permanent magnet 221 is placed inside the stator ring 11, 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 expandability.

[0035] 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 sleeve 11 is typically made of a rigid, heat-resistant metal material (such as aluminum alloy or stainless steel), and multiple armature coils 131 are embedded in its sidewalls. For example, the sidewalls of the stator sleeve 11 are hollow, containing multiple armature slots, each housing an armature coil 131. Furthermore, the outer surface of the sleeve can be designed with heat dissipation structures, such as heat sinks or water-cooling channels, to help reduce the operating temperature and improve the motor's efficiency and lifespan. In addition, the multiple armature coils 131 are arranged axially along the stator sleeve 11, and each armature coil 131 is typically a three-phase winding made of insulated copper wire. The stator sleeve 11 has a cylindrical structure, and the stator end seat 12 is installed at one open end of the stator sleeve 11, which can shield stray magnetic flux and prevent foreign objects from entering.

[0036] 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 131. Both the mover shaft 21a and the mover bushing 21b can be made of lightweight, high-strength materials (such as carbon steel, aluminum alloy, or engineering plastic composites) to ensure sufficient mechanical strength during movement, and the weight does not affect the movement. Multiple permanent magnets 221 are arranged axially within the mover shaft 21a and the mover bushing 21b. For example, both the mover shaft 21a and the mover bushing 21b are designed with mounting slots for multiple permanent magnets 221 to fix them. To optimize the magnetic field 103 distribution and increase thrust density, the multiple permanent magnets 221 can be arranged in an alternating NS pattern to enhance the magnetic flux density and the uniformity of the magnetic field 103. Furthermore, to prevent oxidation of the permanent magnets 221 in humid or oxidizing environments, a protective coating, such as an anti-corrosion paint or plating, needs to be applied to their surface to improve their weather resistance and service life. Meanwhile, multiple permanent magnets 221 should be encapsulated inside the moving shaft 21a and the moving shaft sleeve 21b, 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 221 and the reliability of the overall system.

[0037] To ensure the normal operation of the armature coil 131 in stator assembly 1, the armature coil 131 needs to be connected to an external drive control system. For example, 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 131 to generate a time-varying magnetic field 103, achieving dynamic excitation. In specific applications, multiple permanent magnets 221 are installed in the mover assembly 2, whose magnetic field 103 is a constant magnetic field. The armature coil 131 of 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 131, not only the magnitude of the thrust can be changed, but also its direction can be adjusted, thereby achieving efficient drive control performance and meeting the response requirements of the equipment under different operating conditions.

[0038] For example, the stator end seat 12 is disposed at the open end of the stator ring sleeve 11, and together with the stator ring sleeve 11, forms a first receiving space. The mover shaft 21a is the internal load-bearing core component of the mover assembly 2, and the mover shaft sleeve 21b is sleeved on the outside of the mover shaft 21a and fixedly connected to it. The outer wall of the mover shaft 21a and the inner wall of the mover shaft sleeve 21b together form a second receiving space. The stator assembly 1 and the mover assembly 2 are slidably connected, and the mover assembly 2 is inserted into the stator ring sleeve 11 by sliding to achieve relative engagement between the stator and the mover. At least a portion of the mover shaft 21a is located in the first receiving space, and at least a portion of the stator ring sleeve 11 is located in the second receiving space, so that the mover assembly 2 can move axially relative to the stator assembly 1 under the electromagnetic action of the armature coil 131 and the permanent magnet 221.

[0039] For example, the moving shaft 21a and the moving shaft sleeve 21b are coaxially fixed to form a stable magnetic structure platform. In addition, the arrangement of the moving shaft 21a can be slightly offset towards the opening end of the stator ring sleeve 11 to leave space for the arrangement of the motor tail structure and facilitate functional expansion.

[0040] For example, in the axial direction of the mover assembly 2, the mover shaft 21a is closer to the opening end of the stator ring sleeve 11 than the mover bushing 21b, that is, the depth to which the front end of the mover shaft 21a is inserted into the stator ring sleeve 11 is greater than that of the mover bushing 21b, thereby forming a certain asymmetric structure in the axial direction.

[0041] From an axial cross-sectional perspective, the mover shaft 21a is located on the central axis, and the mover sleeve 21b is fitted around its outer side. Multiple permanent magnets 221 are radially distributed within both, giving the overall cross-sectional shape a 'mountain' shape—high in the middle and gradually decreasing outwards on both sides. This allows the mover shaft 21a to penetrate deeper into the stator ring 11 than the mover sleeve 21b, enabling the magnetic flux generated by the permanent magnets 221 in the mover shaft 21a to more fully cover the armature coil 131 within the stator ring 11. This increases the active region area involved in electromagnetic interaction, allowing more magnetic lines of force to effectively pass through the armature coil 131, thus expanding the effective magnetic field coupling region between the mover and stator. By increasing the axial overlap area of ​​the magnetic field 103 and enhancing the magnetic flux coupling strength, the output efficiency of the magnetic thrust and the dynamic response performance of the system can be significantly improved, thereby enhancing the overall drive performance and precision control capability of the motor.

[0042] Furthermore, in the structural form that is high in the middle and gradually decreases outward on both sides, a stator ring sleeve 11 is set between the mover shaft 21a and the mover shaft sleeve 21b, and the armature coil 131 is embedded in the side wall of the stator ring sleeve 11, placing it between the inner and outer permanent magnets 221. Magnetic flux flows from the permanent magnet 221 embedded in the mover shaft 21a outward through the armature coil 131, and then converges into the permanent magnet 221 loop embedded in the mover shaft sleeve 21b, forming a concentrated and efficient "sandwich" magnetic flux channel. It should be noted that the permanent magnet 221 of the outer mover shaft sleeve 21b not only serves as an auxiliary magnetic source, but also applies a stable directional magnetic field to the stator armature coil 131, further assisting the movement of the mover shaft 21a, enhancing the uniformity and intensity of the magnetic field 103 in the armature region, and allowing more magnetic lines of force to pass through the armature coil 131 to participate in the electromagnetic conversion process. This structural form allows the permanent magnet 221 to apply a magnetic field 103 to the coil from both the inside and outside, enhancing the magnetic flux density and uniformity, effectively expanding the magnetic field coupling area, and improving the electromagnetic drive efficiency and response speed.

[0043] Conversely, if the mover shaft 21a and the mover shaft sleeve 21b are flush, although the stator ring sleeve 11 can also be embedded between them, the effective magnetic field coupling area between the mover shaft 21a and the stator ring sleeve 11 is relatively reduced. That is, the main magnetic source is reduced, the overall magnetic field 103 coverage depth of the mover assembly 2 is reduced, the effective electromagnetic action area shrinks, and edge leakage magnetic flux diffusion is prone to occur, thereby weakening the thrust output capability and dynamic response performance. This configuration is not conducive to the centralized control of the magnetic field 103 and is difficult to meet the requirements for high-precision drive performance.

[0044] Taking the case where the first magnetic field component 13 is an armature coil 131 and the second magnetic field component 22 is a permanent magnet 221 as an example, this embodiment will be described. In the energized driving state, after the control current is applied to the armature coil 131, a time-varying magnetic field 103 is formed around the coil. This magnetic field 103 electromagnetically couples with the static magnetic field generated by the permanent magnet 221 embedded in the mover shaft 21a and the mover shaft sleeve 21b, thereby forming an axial Lorentz force between the stator assembly 1 and the mover assembly 2, driving the mover assembly 2 to achieve reciprocating linear motion along the axial direction of the stator assembly 1. The stator ring sleeve 11 is sandwiched between the mover shaft 21a and the mover shaft sleeve 21b. The mover shaft 21a and the mover shaft sleeve 21b form a coaxial covering structure and maintain a sliding connection with the stator ring sleeve 11, so that it moves reciprocally relative to the stator ring sleeve 11 as a whole under the action of electromagnetic thrust. It is worth mentioning that the double-layer permanent magnets 221 arranged in the mover shaft 21a and the mover shaft sleeve 21b maintain a good magnetic flux overlap with the armature coil 131 in the stator ring sleeve 11 throughout the entire movement process. Due to the high magnetic circuit closure, the magnetic lines of force can be emitted from the permanent magnet 221 in the mover shaft 21a, pass through the area of ​​the armature coil 131 and close to the permanent magnet 221 in the mover shaft sleeve 21b, or form a stable magnetic flux loop in the opposite direction. Moreover, the magnetic flux path is concentrated and uniform, which effectively improves the electromagnetic drive efficiency and thus enhances the thrust output efficiency.

[0045] The linear motor provided in this embodiment includes a stator assembly 1 and a mover assembly 2. The stator assembly 1 includes a stator ring sleeve 11 and a stator end seat 12. A plurality of first magnetic field members 13 are arranged axially inside the stator ring sleeve 11, and the stator end seat 12 closes one end opening. The mover assembly 2 includes a mover shaft 21a and a mover bushing 21b sleeved outside the mover shaft 21a. The stator ring sleeve 11 is at least partially located between the mover shaft 21a and the mover bushing 21b and is slidably connected to at least one of them. At the same time, a plurality of second magnetic field members 22 are provided axially inside both the mover shaft 21a and the mover bushing 21b. This application changes the traditional linear motor where the mover assembly 2 only has magnetic field components on a single mover shaft 21a. Instead, it adds a mover shaft sleeve 21b to the outside of the mover shaft 21a, and arranges magnetic field components inside both the mover shaft 21a and the mover shaft sleeve 21b. Together, they form a mover assembly 2 with a double-layer magnetic field component. This double-layer magnetic field component design increases the coupling area of ​​the magnetic field 103. At the same time, the double-layer magnetic field component structure has stronger coverage of the magnetic flux path, reducing the risk of magnetic flux leakage, thereby improving the thrust output efficiency and energy utilization of the linear motor. In addition, the design of the mover shaft 21a being closer to the stator opening end than the mover shaft sleeve 21b also helps to place the mover shaft 21a deeper in the core area of ​​the magnetic field formed by the first magnetic field component 13, thereby further enhancing the main magnetic coupling and improving the overall thrust output performance and working stability of the motor.

[0046] In some embodiments, such as Figure 2 , Figure 3 and Figure 5 As shown, the moving shaft 21a and the moving shaft sleeve 21b are coaxially fixed, and the moving shaft 21a completely penetrates the moving shaft sleeve 21b.

[0047] For example, the moving shaft sleeve 21b is a hollow sleeve structure, with both ends of the moving shaft 21a extending beyond the sleeve structure body, which can be used to realize functions such as installation guidance and limiting guidance. At the same time, the front end of the moving shaft 21a is inserted into the stator ring sleeve 11, and the moving shaft 21a and the moving shaft sleeve 21b are tightly fitted in the radial direction, with their axis centers coinciding, to avoid swaying during operation.

[0048] For example, the shaft segments at both ends of the moving sub-shaft 21a can be flexibly fitted with functional modules such as limiting components, bearing guide seats, or position sensors, enhancing the overall scalability and application adaptability of the system. Furthermore, this structure also supports inertial symmetric or asymmetric adjustment; that is, by changing the configuration of the components at both ends of the shaft, the mass distribution and dynamic inertial characteristics of the moving sub-system can be controlled.

[0049] In this embodiment, the mover shaft 21a and the mover shaft sleeve 21b are coaxially fixed, and the mover shaft 21a completely penetrates the mover shaft sleeve 21b axially. By having the mover shaft 21a penetrate the mover shaft sleeve 21b, this embodiment makes the overall mass distribution of the mover assembly 2 more balanced and its central symmetry better, effectively improving stability during movement. Simultaneously, the through-type arrangement of the mover shaft 21a ensures that the magnetic field components between the mover shaft 21a and the mover shaft sleeve 21b maintain a relatively precise coaxial position, further enhancing magnetic field symmetry and flux path closure, thereby improving the balance of thrust output and operational smoothness.

[0050] In some embodiments, such as Figure 2 , Figure 3 and Figure 5 As shown, the mover assembly 2 also includes an adapter 23. The adapter 23 has a mating groove 231 at one end near the mover shaft 21a. The corresponding end of the mover shaft 21a is inserted into the mating groove 231 to be fixedly connected with the adapter 23. The moving shaft sleeve 21b has a mounting groove at one end near the adapter 23. The adapter 23 is located in the mounting groove and is fixedly connected to the moving shaft sleeve 21b.

[0051] For example, the moving shaft 21a is connected to each other through the insertion slot 231 of the adapter 23. The two can be connected by interference fit, key connection, pin fixation or thread locking to achieve a reliable mechanical connection and form an integrated moving structure.

[0052] In addition, the end of the mover bushing 21b near the adapter 23 is provided with a mounting groove. The adapter 23 is inserted into the groove and is firmly connected to the mover bushing 21b by means of tight fit, screw fixation or bonding, thereby constructing a stable and coaxial mover assembly 2 structure.

[0053] For example, the adapter 23 can be designed as a stepped cylinder, with a stepped protrusion at one end that precisely matches the mounting groove of the mover bushing 21b. Simultaneously, the mounting groove can have a depth limit or stop structure to improve assembly strength and resistance to loosening; to enhance assembly convenience, a guide cone surface or assembly bevel can also be pre-set in the structure. Furthermore, to reduce the mass and inertia of the mover assembly 2, the adapter 23 body can have a hollow structure and be made of lightweight, high-strength materials such as aluminum alloy or titanium alloy.

[0054] For example, the fitting clearance between the insertion groove 231 and the moving shaft 21a should be controlled between 0.01 and 0.03 mm to ensure assembly and prevent loosening during operation. In addition, a double screw + limiting boss structure can be used at the connection between the adapter 23 and the moving shaft sleeve 21b to effectively prevent loosening caused by thermal expansion or vibration.

[0055] In this embodiment, the mover assembly 2 further includes an adapter 23. The adapter 23 has a mating groove 231 at one end near the mover shaft 21a. The corresponding end of the mover shaft 21a is inserted into the mating groove 231 and fixedly connected to the adapter 23. Simultaneously, the mover bushing 21b has a mounting groove at one end near the adapter 23. The adapter 23 is embedded in the mounting groove and fixedly connected to the mover bushing 21b. This embodiment achieves dual positioning and connection between the mover shaft 21a and the mover bushing 21b by setting the adapter 23, significantly enhancing the mechanical connection strength and overall rigidity between the internal components of the mover assembly 2, effectively improving its structural stability and impact resistance, and ensuring precise fit and reliable operation of the mover during high-speed reciprocating motion.

[0056] In some embodiments, such as Figure 2 , Figure 3 and Figure 5 As shown, at least a portion of the moving shaft 21a located in the insertion groove 231 is provided with a weight-reducing cavity 232.

[0057] For example, the connection section between the moving shaft 21a and the mating groove 231 may have a mating surface in its outer solid structure, so that the adapter 23 and its connection point always maintain sufficient cross-sectional strength and the structural rigidity is not reduced due to the presence of cavity.

[0058] This embodiment effectively reduces the overall mass of the mover shaft 21a by introducing a weight-reducing cavity 232 structure, thereby reducing the motion inertia of the mover assembly 2 without affecting its structural strength and rigidity, which helps to improve the dynamic response speed and energy efficiency of the linear motor.

[0059] In some embodiments, such as Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, the mover assembly 2 also includes a first piston ring 3a sleeved around the mover shaft 21a. There is a first annular air gap 31a between the mover shaft 21a and the inner wall of the stator ring sleeve 11. The first piston ring 3a is located in the first annular air gap 31a and is used to seal the first annular air gap 31a, so as to form a first air chamber 32 between the stator end seat 12, the stator ring sleeve 11 and the mover shaft 21a.

[0060] For example, the size of the first annular air gap 31a can 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; too large an air gap will reduce thrust output, while too small an air gap may lead to mechanical interference or overheating.

[0061] The first piston ring 3a, serving as a sealing component, is fixedly fitted around the outer circumference of the moving shaft 21a and located within the first annular air gap 31a between the moving shaft 21a and the stator ring sleeve 11. Its outer diameter is slightly larger than the inner diameter of the stator ring sleeve 11, while its inner diameter is tightly fitted to the moving shaft 21a. The first piston ring 3a has a continuous annular design, possessing good circumferential elasticity. During press-fitting, it can rely on its own elastic deformation to tightly fit against the inner wall of the stator ring sleeve 11, thereby forming an effective radial seal. To prevent axial movement, the first piston ring 3a is typically embedded in a mounting groove provided on the moving shaft 21a. Furthermore, its material is selected from metallic elastic materials or high-performance self-lubricating materials, ensuring that the moving shaft 21a maintains structural stability and reliable sealing even in motion, blocking gas flow between the moving and stator components, and achieving a dual function of structural isolation and gas sealing.

[0062] During operation, the first piston ring 3a moves together with the moving shaft 21a. Its inner side is tightly fitted with the moving shaft 21a, while its outer side maintains a slight gap or sliding fit with the inner wall of the stator ring sleeve 11, allowing the moving shaft 21a to move freely axially while blocking gas flow. In this state, the first piston ring 3a 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 provided in the contact area with the stator ring sleeve 11, effectively reducing frictional wear and heat accumulation, ensuring long-term stable operation.

[0063] The annular air gap between the mover shaft 21a and the stator ring sleeve 11, after being sealed by the first piston ring 3a, together with the stator end seat 12, the mover shaft 21a, and the stator ring sleeve 11, forms a sealed first air chamber 32. This air chamber is structurally compact, axially distributed, and located precisely in the area between the moving and stationary parts, possessing a highly sealing structure to prevent gas leakage. During the reciprocating motion of the mover shaft 21a relative to the stator ring sleeve 11, especially when the stator ring sleeve 11 moves towards the end seat, the gas medium within the sealed first air chamber 32 provides elastic support and shock absorption for the mover shaft 21a, improving overall operational stability. Simultaneously, the gas medium within the chamber prevents the mover shaft 21a 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 the internal precision components. Furthermore, this structural configuration provides a good physical space basis for the subsequent introduction of specific gas media.

[0064] This embodiment introduces a first piston ring 3a, which is located between the stator ring sleeve 11 and the mover shaft 21a. It does not occupy additional space and can continuously seal the annular air gap between the mover shaft 21a and the stator ring sleeve 11. This creates a dynamically sealed buffer chamber structure between the stator ring sleeve 11, the stator end seat 12, and the mover shaft 21a. This chamber not only effectively prevents air or dust from entering the motor, but also provides elastic support and shock absorption during the operation of the mover shaft 21a, thus improving overall stability.

[0065] In some embodiments, such as Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, the stator assembly 1 further includes a second piston ring 3b sleeved around the stator ring sleeve 11. A second annular air gap 31b exists between the mover shaft sleeve 21b and the outer wall of the stator ring sleeve 11. The second piston ring 3b is located inside the second annular air gap 31b and is used to seal the second annular air gap 31b, so as to form a second air chamber 33 between the mover shaft sleeve 21b, the mover shaft 21a and the stator ring sleeve 11.

[0066] The second piston ring 3b, serving as a sealing component, is fixedly fitted onto the outer wall of the stator ring sleeve 11 and located within the second annular air gap 31b between the mover shaft sleeve 21b and the stator ring sleeve 11. Its outer diameter must be slightly larger than the inner diameter of the mover shaft sleeve 21b, while its inner diameter is tightly fitted to the stator ring sleeve 11. The second piston ring 3b has a continuous annular design and good circumferential elasticity, allowing it to tightly fit against the inner wall of the mover shaft sleeve 21b during press-fitting, thus forming an effective radial seal. To prevent axial movement, the second piston ring 3b is typically embedded in a mounting groove provided in the stator ring sleeve 11. Furthermore, its material is selected from metallic elastic materials or high-performance self-lubricating materials, ensuring that the mover shaft 21a maintains structural stability and reliable sealing even during operation, blocking gas flow between the mover and stator, and achieving a dual function of structural isolation and gas sealing.

[0067] For example, in operation, the moving bushing 21b reciprocates circumferentially relative to the second piston ring 3b on the outer wall of the stator ring sleeve 11. The inner side of the second piston ring 3b is tightly fitted with the stator ring sleeve 11, while its outer side maintains a slight gap or sliding fit with the inner wall of the moving bushing 21b, allowing the moving bushing 21b to move freely axially while blocking gas flow. In this state, the second piston ring 3b exhibits either rigid follow-up or friction follow-up. 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 moving bushing 21b, effectively reducing friction wear and heat accumulation, ensuring long-term stable operation.

[0068] In this embodiment, the stator assembly 1 further includes a second piston ring 3b fixedly sleeved on the outside of the stator ring sleeve 11. A second annular air gap 31b is provided between the mover shaft sleeve 21b and the outer wall of the stator ring sleeve 11. The second piston ring 3b is embedded in the air gap and used to effectively seal it, thereby forming a second air chamber 33 between the mover shaft sleeve 21b, the mover shaft 21a, and the stator ring sleeve 11. By introducing the second air chamber 33 between the mover assembly 2 and the stator assembly 1, this embodiment can provide air compression buffer when the mover assembly 2 moves at high speed to the limit position, effectively reducing the end impact force, improving the smoothness of movement, and extending the overall service life of the device.

[0069] In some embodiments, such as Figure 2 , Figure 3 and Figure 5 As shown, the moving shaft 21a and the moving shaft sleeve 21b together form a receiving space, and a buffer seat 4 is provided in the receiving space; the buffer seat 4 is sleeved on the outer periphery of the end of the moving shaft 21a near the adapter seat 23 and abuts against the adapter seat 23 to form an interlocking structure for fixing the moving shaft sleeve 21b.

[0070] The buffer seat 4 is sleeved on one end of the mover shaft 21a near the adapter seat 23, i.e., at the end of the movement path of the mover assembly 2. Exemplarily, the buffer seat 4 is usually made of a material with elastic or energy-absorbing properties (silicone or natural rubber), and is fixedly sleeved on the periphery of the mover shaft 21a. By contacting the end of the stator ring sleeve 11, it achieves physical stroke limitation and buffering effect.

[0071] Furthermore, the buffer seat 4 abuts against the adapter seat 23. Specifically, the buffer seat 4 has a positioning surface or limiting flange facing the adapter seat 23; the end of the adapter seat 23 has a mating surface that mates with the buffer seat 4. The two achieve precise mating through axial positioning. Optionally, a flexible sealing gasket or buffer element is provided to absorb impact energy and reduce vibration. Further, such as... Figure 3 As shown, the fitting structure formed by the abutment of the buffer seat 4 and the adapter seat 23 is a fitting groove. The end of the moving shaft sleeve 21b is provided with a corresponding fitting flange, which is located in the fitting groove, so as to realize the fixing of the moving shaft sleeve 21b by the adapter seat 23; that is, the adapter seat 23 can fix the moving shaft 21a, and can also cooperate with the buffer seat 4 to fix the moving shaft sleeve 21b, thereby further reinforcing the overall connection structure of the moving assembly 2.

[0072] When the armature coil 131 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 inside the mover assembly 2. When the mover assembly 2 moves to its maximum designed stroke, the buffer seat 4 first abuts against the stator ring sleeve 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 ring sleeve 11, prevents structural collisions or jamming, and protects the safety of the electromagnetic system and the mechanical end.

[0073] For example, the weight-reducing cavity 232 is completely located within the axial coverage area of ​​the mating groove 231 and the buffer seat 4, and does not extend to other positions of the moving shaft 21a. This maintains the radial stiffness and dynamic stability of the shaft and avoids the loss of magnetic circuit cross-sectional area caused by cavity extension, thereby ensuring efficient magnetic flux coupling between the permanent magnet 221 and the armature coil 131. Optionally, the weight-reducing cavity 232 can be designed as a completely closed cavity structure as needed.

[0074] In this embodiment, by setting a buffer seat 4, when the mover assembly 2 moves to its maximum design stroke, the buffer seat 4 first abuts against the stator ring sleeve 11, absorbs the end kinetic energy and prevents its movement to complete the dual operation of buffering and limiting; at the same time, it also abuts against the adapter seat 23 to form a fitting structure for fixing the mover bushing 21b, so as to achieve effective fixing of the mover bushing 21b by the adapter seat 23.

[0075] In some embodiments, such as Figure 2 and Figure 3 As shown, the stator ring sleeve 11 is provided with an annular guide 114 at one end away from the stator end seat 12. The annular guide 114 has a hollow shaft hole at its center. At least part of the moving shaft 21a passes through the central shaft hole and enters the stator ring sleeve 11 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 11 away from the end seat. The annular guide 114 is installed and fixed along the axial direction of the stator ring sleeve 11, forming a coaxial limiting and high-precision guiding structure for the moving shaft 21a. Specifically, the annular guide 114 serves as a pre-guide mechanism for the moving shaft 21a to enter the interior of the stator ring sleeve 11. It has a hollow shaft hole at its center to guide the moving shaft 21a from the outside of the stator ring sleeve 11 into the interior, thereby achieving axial sliding precision control of the moving shaft 21a throughout its running path. The guide and the stator ring sleeve 11 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 21a passes through the hollow shaft hole of the annular guide 114 and enters the stator ring sleeve 11 through the hollow shaft hole; specifically, a small gap is designed between the hollow shaft hole and the moving shaft 21a, 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 21a. 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 21a 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 21a 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 21a and the inner wall of the stator ring sleeve 11, reducing mechanical wear and system temperature rise; if combined with sealing protection measures, it can also prevent foreign objects from entering.

[0080] In some embodiments, such as Figure 2 , Figure 3 and Figure 5As 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 mover assembly 2 to form a joint portion 122a. The joint portion 122a is sleeved on the outer wall of the open end of the stator ring sleeve 11 and is fixedly connected to the stator ring sleeve 11. The joint portion 122a is disposed opposite to the mover bushing 21b.

[0081] For example, the terminal block 122 is provided with a wiring winding, and the terminal block 122 is provided with a terminal port 123 for connecting to the wiring winding; one end of the wiring winding is connected to a plurality of armature coils 131, and the other end is connected to the terminal port 123.

[0082] 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 sleeved on the outer wall of the open end of the stator ring sleeve 11, and then firmly connected to the stator ring sleeve 11 by screw fixing, positioning pin locking, or riveting, so as to form a limiting protrusion structure on the outer wall of the stator ring sleeve 11 and restrict the movement path of the mover bushing 21b. 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 ring sleeve 11, thereby effectively preventing external impurities, water vapor, or oil vapor from entering the motor and ensuring the reliability of the system operation.

[0083] 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 assembly 2 to form a joint portion 122a. The joint portion 122a is disposed inside the outer wall of the stator ring sleeve 11 and is fixedly connected to the stator ring sleeve 11. In this embodiment, by extending the joint portion 122a on the terminal block 122, a more stable mechanical connection is achieved between the stator end seat 12 and the stator ring sleeve 11, which enhances the structural strength and impact resistance of the whole machine, and also restricts the running path of the mover bushing 21b.

[0084] In some embodiments, such as Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, the end face of the terminal block 122 away from the end cover 121 is recessed along the axial direction of the stator ring sleeve 11 towards the end cover 121 to form a recessed seat wall 124. The first air chamber 32 is formed between the first piston ring 3a, the recessed seat wall 124, the stator ring sleeve 11 and the moving shaft 21a.

[0085] The recessed seat wall 124 is part of the stator end seat 12 structure and is integrated with the stator end seat 12 structure, ensuring sealing without affecting the wiring arrangement. In addition, the structure of the recessed seat wall 124 makes the stator end seat 12 not a planar closed 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 11 to ensure a certain distance between it and the mover assembly 2.

[0086] Furthermore, by introducing the recessed seat wall 124 and forming a buffer air chamber, the original air chamber volume can be expanded, while the end seat space is further compressed, improving the overall structural compactness. Moreover, the recessed seat wall 124 structure can improve the overall rigidity and compressive strength of the seat wall without adding too much material, preventing deformation.

[0087] In this embodiment, by setting the recessed seat wall 124, the buffer cavity of the first air chamber 32 can be effectively expanded within a limited axial space, thereby enhancing the gas compression effect and further improving the buffering performance.

[0088] In some embodiments, such as Figure 2 , Figure 3 , Figure 4 and Figure 5 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, and the air outlet 126 of the air intake channel is opened on the recessed seat wall 124.

[0089] For example, the air inlet 125 is disposed on the outer wall of the end cover 121 or the terminal block 122. Optionally, it can be in the form of a threaded hole, a snap-fit ​​pipe joint, or a quick-connect interface for convenient connection to an external air source, such as a vehicle air pump or a compressed air tank. In addition, the air intake channel body can be integrally integrated into the stator end block 12 structure by means of casting, precision drilling, or embedding a metal air guide tube. Sealing rings are provided or sealant is applied at key nodes of the channel to ensure its airtightness and pressure resistance.

[0090] 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.

[0091] 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 opened in the recessed seat wall 124. 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 first air chamber 32 during the operation of the mover assembly 2, thereby enhancing the buffering performance and response speed, and improving the overall operating efficiency and stability of the linear motor.

[0092] In some embodiments, such as Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, an external air chamber 5 is also provided, which is connected to the air inlet 125 via an air pipe; a control valve 51 is provided at the connection between the air pipe and the external air chamber 5. When the pressure in the first air chamber 32 reaches a preset threshold, the control valve 51 opens to connect the external air chamber 5 and the first air chamber 32.

[0093] For example, the interface of the external air chamber 5 and the air pipe are sealed together by means of threaded joints, quick-connect joints or clamp crimping. A control valve 51 can be installed inside the external air chamber 5 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 51), which automatically opens when the internal air pressure reaches a set threshold to complete the depressurization or air replenishment operation.

[0094] For example, in the overall motor structure, the external air chamber 5 stores stable compressed gas under static conditions, and the control valve 51 is in the closed state, maintaining isolation from the first air chamber 32. When the pressure in the first air chamber 32 exceeds the threshold due to external impact or load surge, the control valve 51 will open, allowing gas to flow into the external air chamber 5 to buffer the pressure peak, or to replenish gas in the reverse direction when the pressure in the first air chamber 32 drops, thereby achieving dynamic pressure balance and enhancing the motor's gas pressure adaptability and operational stability under complex load conditions.

[0095] Specifically, the external air chamber 5 can provide a rapid overflow path under high pressure, effectively suppressing the risk of overpressure in the first air chamber 32 caused by instantaneous impact, thereby protecting internal components or critical components such as the 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 5 can act as a buffer air source to ensure the continuous and stable operation of the motor system.

[0096] In this embodiment, the external air chamber 5 is connected to the air inlet 125 via an air pipe, and a control valve 51 is provided at the connection between the air pipe and the external air chamber 5. When the pressure in the first air chamber 32 reaches a preset threshold, the control valve 51 automatically opens, connecting the external air chamber 5 to the first air chamber 32. This embodiment, by introducing a controllable external air chamber 5, 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.

[0097] In some embodiments, such as Figure 2 , Figure 3 and Figure 5 As shown, at least one of the stator ring 11, the mover shaft 21a, and the stator end seat 12 is provided with a pressure sensor, and the stator end seat 12 is provided with a data port 123a electrically connected to the pressure sensor; and / or, At least one of the stator ring 11 and the mover shaft 21a is provided with a position sensor, and the stator end seat 12 is provided with a data port 123a that is electrically connected to the position sensor.

[0098] For example, the pressure sensor is installed on the inner wall of at least one of the stator ring 11, the mover shaft 21a, and the stator end seat 12, 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 a 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 achieve centralized signal transmission and protection.

[0099] For example, the position sensor is arranged on the surface or inner wall of the stator ring 11 and / or the mover shaft 21a, 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 line of the position sensor also follows the wiring arrangement system of the stator end seat 12 to ensure the reliability and stability of signal transmission.

[0100] 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.

[0101] 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.

[0102] 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.

[0103] Based on the same concept, this application also provides an actuator, such as Figure 6 As shown, it includes any of the linear motors described above.

[0104] The beneficial effects of this actuator are the same as those of the linear motor in the above embodiments, and will not be repeated here.

[0105] Based on the same concept, this application also provides a suspension system, such as Figure 6 As shown, it includes: In the aforementioned actuator, the stator end seat 12 is provided with a first connecting part 6 on the side away from the stator ring sleeve 11; the moving shaft 21a is provided with a second connecting part 7 at the end away from the stator end seat 12. The main suspension component, including the lower control arm; Among them, 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; The first connecting part 6 or the second connecting part 7 is connected to the adapter 23.

[0106] It should be noted that the core of the suspension system in this embodiment is the introduction of a compact and highly integrated actuator as an active power unit to replace the traditional combination of passive shock absorbers and springs, thereby achieving control of the vertical movement of the suspension system.

[0107] 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 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.

[0108] In addition, depending on different needs, the first connecting part 6 can also be connected to the lower suspension wishbone, while the second connecting part 7 is fixed to the vehicle body to adapt to different installation conditions and functional requirements.

[0109] For example, the adapter 23 is integrally cast with the first connecting part 6 or the second connecting part 7.

[0110] 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. The lower wishbone is usually 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 is relatively shorter, mainly used to guide the wheel trajectory and control camber angle changes. The upper and lower wishbones are connected to the vehicle body and steering knuckle through 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.

[0111] 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.

[0112] 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.

[0113] 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.

[0114] 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.

[0115] 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 disclosure (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.

[0116] 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 by, The application relates to a motor assembly. The stator assembly comprises a stator sleeve and a stator end seat, the stator sleeve is provided with a plurality of first magnetic field components in the axial direction, and the stator end seat is arranged at an opening end of the stator sleeve. The rotor assembly comprises a rotor shaft and a rotor shaft sleeve, the rotor shaft sleeve is arranged on the periphery of the rotor shaft, at least part of the stator sleeve is located between the rotor shaft and the rotor shaft sleeve and is in sliding connection with at least one of the rotor shaft and the rotor shaft sleeve, the rotor shaft and the rotor shaft sleeve are both provided with a plurality of second magnetic field components in the axial direction, and the first magnetic field components and the second magnetic field components interact to drive the rotor assembly to reciprocate along the stator assembly in the axial direction. In the axial direction of the rotor assembly, the distance between the rotor shaft and the opening end is smaller than the distance between the rotor shaft sleeve and the opening end.

2. The linear motor of claim 1, wherein The rotor shaft and the rotor shaft sleeve are coaxially fixed, and the rotor shaft completely penetrates the rotor shaft sleeve.

3. The linear motor of claim 1, wherein The rotor assembly further comprises an adapter seat, one end of the adapter seat is provided with an insertion slot, and the corresponding end of the rotor shaft is inserted into the insertion slot to be fixedly connected with the adapter seat. One end of the rotor shaft sleeve close to the adapter seat is provided with a mounting through slot, the adapter seat is located in the mounting through slot and is fixedly connected with the rotor shaft sleeve.

4. The linear motor of claim 3, wherein At least part of the rotor shaft in the insertion slot is provided with a weight-reducing cavity.

5. The linear motor of claim 1, wherein The rotor assembly further comprises a first piston ring arranged on the periphery of the rotor shaft, a first annular air gap exists between the rotor shaft and the inner wall of the stator sleeve, the first piston ring is located in the first annular air gap and is used to block the first annular air gap to form a first air chamber between the stator end seat, the stator sleeve and the rotor shaft.

6. The linear motor of claim 1 or 5, wherein The stator assembly further comprises a second piston ring arranged on the periphery of the stator sleeve, a second annular air gap exists between the rotor shaft sleeve and the outer wall of the stator sleeve, the second piston ring is located in the second annular air gap and is used to block the second annular air gap to form a second air chamber between the rotor shaft sleeve, the rotor shaft and the stator sleeve.

7. The linear motor of claim 3, wherein The rotor shaft and the rotor shaft sleeve form an accommodation space, the accommodation space is provided with a buffer seat, the buffer seat is arranged on the periphery of one end of the rotor shaft close to the adapter seat and abuts against the adapter seat to form an embedded structure for fixing the rotor shaft sleeve.

8. The linear motor of claim 1, wherein One end of the stator sleeve away from the stator end seat is provided with an annular guide, the annular guide is provided with a hollow shaft hole in the center, and at least part of the rotor shaft passes through the hollow shaft hole under the guidance of the annular guide and enters the stator sleeve.

9. The linear motor of claim 5, wherein, The stator end seat comprises an end cover and a terminal seat, one end of the terminal seat is connected with the end cover, the other end extends towards the rotor assembly to form an engaging part, the engaging part is arranged on the outer wall of the opening end of the stator sleeve and is fixedly connected with the stator sleeve, and the engaging part is oppositely arranged with the rotor shaft sleeve.

10. The linear motor of claim 9, wherein, The terminal seat is recessed to form a recessed seat wall in the axial direction of the stator sleeve towards the end cover, the first piston ring, the recessed seat wall, the stator sleeve and the mover shaft form the first air chamber.

11. The linear motor of claim 10, wherein, The stator end seat is provided with an air inlet channel, the air inlet of the air inlet channel is located on the outer side wall of the end cover or the terminal seat, and the air outlet of the air inlet channel is provided on the recessed seat wall.

12. The linear motor of claim 11, wherein, An external air chamber is further provided, the external air chamber is connected with the air inlet through an air pipe, a control valve is arranged at the connection between the air pipe and the external air chamber, when the pressure in the first air chamber reaches a preset threshold value, the control valve is opened to connect the external air chamber and the first air chamber.

13. An actuator comprising: The linear motor comprises the linear motor according to any one of claims 1-12.

14. A vehicle characterized by comprising: The linear motor comprises: A suspension system; The suspension system comprises the actuator according to claim 13, a first connecting part is arranged on the side of the stator end seat away from the stator sleeve; a second connecting part is arranged on the end of the mover shaft away from the stator end seat; A suspension body comprises a lower fork arm; One of the first connecting part and the second connecting part is connected with a vehicle body, and the other is connected with the lower fork arm; The first connecting part or the second connecting part is connected with an adapter seat.

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