Patent Description:
The vehicle dynamics is affected by multiple technical configurations of a car. Among others, the suspension system, which partially determines the traction or the contact behavior between the road surface and the wheels, is considered highly important for safety, performance and drive comfort. The absorption and reduction of the vibrations and forces transmitted from the wheels to the vehicle body is one of the main technical functions of a vehicle suspension system. Ideally, the motion energy is dissipated as much as possible. In chassis engineering, a combination of hydraulic dampers to control spring motion and mechanical springs to absorb impacts is most commonly applied for conventional passive vehicle suspension. In contrast, an active vehicle suspension system using actuators to exert force on the suspension can directly improve the vehicle dynamics. However, the technical application is still considered to involve limitations, e.g., added complexity or high costs to realise an efficient active suspension system. There is a need for an improved active vehicle suspension to improve the overall performance of the vehicle. Devices for using an air spring member or a damper for active vehicle suspension are known where, e.g., an air spring is combined with a hydraulic damper. In a conventional air spring damper, the air spring comprises an air spring piston with a piston profile that engages with a rolling lobe. The air spring piston is positioned about the hydraulic damper. It is believed that further improvements in such devices would be desirable.

<CIT> relates to an electromagnetic shock absorber. <CIT>, which discloses the preamble of claim <NUM>, relates to active shock absorbers/dampers that use an electro-magnetic actuator to provide a different magnitude of damping based on a frequency as well as a velocity of an input to the shock absorber/damper.

It is an objective of the present invention to provide an improved active vehicle suspension. More specifically, it is an objective of the present invention to provide a device for using the combined effects of an air spring member and a damper that is connected to the air spring member and comprises a linear motor. A further objective of the invention may be seen in providing an air spring-damper with a reduce package size and/or an improved performance. Moreover, an objective of the invention may be seen in providing an air spring-damper with a faster response, a lower power consumption, and/or reduced manufacturing costs.

According to a first aspect of the present invention, an air spring-damper for active vehicle suspension comprises a first air spring member defining a first air spring volume and a damper connected to the first air spring member. The damper comprises a linear motor.

The air spring-damper may be configured to be installed between the body or frame of the vehicle and the wheel, more precisely, e.g., a hub carrier or control arm.

In other words, the air spring-damper may comprise an air spring comprising the first air spring-member and, preferably, further air spring members. Herein, the expression "air spring" shall encompass all air spring members of the air spring-damper.

The air spring, in particular the first air spring member, may employ the spring characteristic of an enclosed volume of pressurized air. The spring characteristic of the air spring, in particular the first air spring member, is influenced by the size of the volume and the pressure of the air within the volume. In other words, the air spring, in particular the first air spring member, may enclose the first air spring volume. The air spring, in particular the first air spring member, is configured to change its size. In other words, the air spring, in particular the first air spring member, is configured such that the air volume enclosed in the air spring, in particular the first air spring, volume enclosed or defined by the first air spring member, can be changed, e.g. when the air within the air is pressurized and/or the amount of air is changed (e.g., via an air feed).

Preferably, the air spring is a closed system, configured such that, apart from a controlled air feed, with which supply and/or release of air to/from the air spring can be controlled, the amount of air within the air spring does not change. For example, the air spring preferably does not comprise a continuous drain valve.

An air spring element has several advantages over a mechanical spring, such as soft response and adaptability of the spring characteristics, e.g., for height adjustments or different drive modes.

In other words, the damper is functionally connected to the first air spring member to damp vibrations of the air spring, in particular the first air spring member. As described further below, the damper can be configured to actively and/or passively damp vibrations of the air spring, in particular the first air spring member.

The expression "linear motor" is understood to refer to an electric motor where the moving part of the linear motor travels along a linear path with regard to the stationary part ("stator") of the linear motor, wherein the moving part and the stationary part of the linear motor electromagnetically interact with each other. Due to the similarities to rotating electric motors, the moving part is denoted as "rotor" and the stationary part of the electric motor is denoted as "stator". The stator has a linear extension. In other words, the linear motor can be seen as an electric motor where the stator and the rotor have been "unrolled". While the stator and/or the rotor of the linear motor do not form a loop, it is understood that the stator and the rotor do not need to be exactly straight. Preferably, the linear motor is configured such that the rotor travels along a straight line.

The damper comprising the linear motor can provide faster response and lower power consumption compared to hydraulic systems. The damper may use eddy currents to oppose the impact or vibration motion caused by the spring element. The damping characteristics of the damper can, preferably, be actively and accurately controlled.

The air spring member and the linear motor may be integrated in one air spring damper unit.

Nevertheless, the settings and the functions of each component, i.e. of the air spring and the damper, do not interfere with one another due to the connection between the damper and the first air spring member. The components can operate independently but also complement each other, e.g., any change in rate or position from the air spring can be compensated by the linear motor control. An active vehicle suspension can be achieved by using both technical components.

For example, the air spring member may surround and/or encircle at least a portion of the damper.

The integration of both technical components, i.e. the air spring and the damper comprising the linear motor, in an integrated or single device (i.e. air spring-damper), which operates without any detrimental effects to the individual functions of an air spring or electromagnetic damper, provides an improved mean for active vehicle suspension. Such air spring-damper can also be easily operable so that the operation of the active vehicle suspension can be performed consistently without a user intervention. Furthermore, such an air spring-damper can reduce the complexity of the spring-damper unit, which may enable an accurate and fail-safe operation. Moreover, such an air spring damper may be designed in a more simplistic and compact manner, thereby not necessarily requiring additional supporting equipment. As such, the overall costs related to the operation can be also reduced.

Preferably, the linear motor is configured to actively and/or passively damp vibrations of the first air spring member.

Active damping of the vibrations can be performed by reading out forces exercised on and/or movement of the air spring-damper and by controlling the linear motor in such a way that these forces and/or movement are counteracted.

Passive damping of the vibrations can occur by movement of the rotor inducing eddy currents in the stator, wherein the eddy currents create magnetic fields that exert an opposing force on the rotor. This opposing force may dampen the vibrations.

The linear motor control strategy can be adapted based on the desired technical function of the damper. It can change from damping the system to providing force for body control or even handling dynamics.

In this way, an improved damping functionality can be provided. For example, by combining active and passive damping, the damper may have a faster response and may also be more accurate.

Preferably, the first air spring member and the damper are connected in parallel. It is to be understood, that the first air spring member and the damper are functionally connected in parallel. In other words, the spring and the damper may be connected in parallel to one another as in a Kevin-Voigt model.

According to the invention, the damper defines a second air spring volume. The second air spring volume is in fluid connection to the first air spring volume, through an air opening of the damper.

In other words, the air spring-damper comprises an air spring with a first air spring member and a second air spring member defined by and/or within the damper. In other words, the linear motor form a damper and a second air spring member of the air spring.

The second air spring-volume of the damper being in fluid connection with the first air spring volume of the first air spring member can integrate the damper and the first air spring member more effectively. Since there is no air sealing between the damper and the first air spring member as the air opening allows a clear flow between the different air spring volumes, the total volume used for the air spring feature is significantly increased. In this way, it is not necessary to provide a separate air spring piston. Thus, without having to increase the overall size dimensions of the first air spring member, the existing internal volume of the damper can be additionally used as the second air spring volume to achieve the desired spring rate characteristics. In this way, the performance of the air spring damper can be improved and its package size can be reduced.

According to the invention, the damper comprises a damper body defining a cavity.

Preferably, the damper body has a generally cylindrical shape. The cavity defines the second air spring volume. The damper body comprises a stator of the linear motor. Additionally, the linear motor comprises a full-body, non-hollow, rotor that is received in the cavity of he damper body and wherein the rotor is linearly movable with respect to the damper body.

A generally cylindrical shape may still comprise a tapered surface as described herein, e.g., with regard to the piston profile. The design allows the functionality of the linear motor to be fully maintained, while the cavity of the damper body can be used as the second air spring volume. The damper body is used to accommodate the stator and the movable rotor of the linear motor. In other words, the damper body may be a support structure that supports the stator of the linear motor. According to the invention, the rotor is provided on a piston rod that is at least partly received by the damper body and is linearly movable within the damper body, such that the rotor is movable along a linear path with respect to the stator. For example, there is a gap or clearance between the stator and the rotor that allows free movement of the rotor with respect to the stator.

In other words, the spaces within the linear motor are used as second air spring volume.

Preferably, the air spring-damper comprises an air feed and the first air spring volume may be in fluid connection to an air feed.

The air feed is used to alter the pressure in the air spring, i.e., first air spring member and/or the damper body to achieve the desired spring characteristics prior to or during the vehicle operation. Preferably, the same air feed can be used to allow air into the air spring, i.e. first air spring member and/or the damper body, as well as to release air from the first air spring member and/or the damper body. The air spring rate is dependent on the pressure which can be controlled by a valve block of an external air system that is fluidly connected to the air feed, which is often already installed in automotive applications. Alternatively, the air spring damper may comprise a separate valve for releasing the air from the air spring, i.e., the first air spring member and/or the damper body. The air feed can be used to set the air spring at a constant air pressure and/or to increase or decrease the air pressure depending on the purpose.

The air spring volumes depends on the spring characteristic required and different properties of the vehicle. For automotive applications, one of the aspects that may influence the volumes would be the mass or load of the vehicle body, which need to be held by the suspension system. Also, the range would differ regarding the vehicle segments, e.g., sedan, sports car, SUV, electric bicycles, motorcycle or a truck, etc. The total air spring volume is relevant for the settings of the spring characteristics. The total air spring volume is a sum of the different air spring volumes of the different air spring members of the air spring-damper, e.g., the sum of the first and second air spring volume. Thus, the size of the first air spring volume can compensate the size of the second air spring volume, and vice versa.

According to the invention, the damper body comprises a top end, a bottom end and a peripheral wall extending from the top end to the bottom end.

Preferably, an air opening or a plurality of openings is provided at the top end.

Preferably, the air opening or the plurality of openings of the damper body has a total and/or combined cross-sectional area between <NUM> and <NUM><NUM>, preferably <NUM> and <NUM><NUM>.

The damper body design and dimensioning depends on many technical aspects in the vehicle suspension system. A simpler damper body would be as described above. The air opening of the damper for the connection with the first air spring member is ideally positioned at the top end for better accessibility. The number and the cross-section of the air openings influence the degree of the fluid connection between the interior of the damper body and the first air spring member.

It is preferred that the first air spring member is located at least partially outside the damper body, preferably at least partially outside and adjacent a peripheral wall of the damper body. For example, at least a part of the first air spring member may surround or encircle at least a part of the damper body. In other words, the first air spring member and the damper body may substantially be concentrically arranged. "Substantially" means that the first spring member and/or the damper body may comprise components and/or structures (e.g. protrusions) that break the rotation symmetry of the concentric arrangement.

Preferably, the first air spring member is configured to expand and contract along the peripheral wall of the damper body.

Preferably, the first air spring member comprises a flexible member. A first end of the flexible member may be attached to the vehicle body and a second end of the flexible member may be attached to an outer circumferential wall of the damper body, preferably at the top end of the damper body. It is to be understood that "attached to a vehicle body" shall include attachments to any parts that are fixed with respect to the vehicle body, e.g., a support member of the air spring-damper.

Preferably, the flexible member is a rolling lobe. The rolling lobe may comprise a first portion that extends from the first end of the rolling lobe on the damper body along the damper body towards the bottom end of the damper body. The rolling may lobe further comprise a second portion and a bent portion between the first portion and the second portion. The second portion of the rolling lobe extends from the bend portion to the second end on the vehicle body. The position of the bent portion depends on the degree of contraction/extraction of the air spring-damper. For example, when the air spring-damper is contracted, the bent portion travels or "rolls" along the rolling lobe towards the second end. , the first portion gets longer and the second portion gets shorter. When the air spring-damper is extracted, the bent portion travels or "rolls" along the rolling lobe towards the first end. , the first portion gets shorter and the second portion gets longer.

In other words, the peripheral wall of the damper may be used as an effective piston profile for the rolling lobe to expand and contract. Preferably, the outer peripheral wall surface may be appropriately shaped to influence the spring characteristics, e.g., tapered inwards or outwards towards the bottom end of the damper body.

The first air spring member is located at least partially or entirely outside the damper body. Since the expansion of the first air spring member is along the peripheral wall of the damper body, the overall length of the air spring damper can be reduced.

The first air spring member may comprise a support member for being attached to a body of a vehicle, the first air spring member being attached to the support member. Preferably, the support member comprises an air passage for the air feed.

The support member may allow to fixedly attach a piston rod of the damper and/or the first air spring member to the body of the vehicle. Since the support member is fixedly attached to a body of a vehicle, the air feed can have a more stable and firm access point through an air passage on the support member. The attachment of the first air spring member to the support member can be done by clamp or crimp. The piston rod of the damper may be attached to the support member via an isolation bush to reduce Noise Vibration Harshness (NVH) and allow for some coning movement of the piston rod.

Preferably, the first air spring member may be at its one end sealably attached to a peripheral wall of the damper body and/or may be at its other end sealably attached to the support member. The flexible member may be attached to the damper by a fixation member. It is preferred that the fixation member is a clampable sealing bead, a crimp ring, a retainer or a clamp in the damper.

The first air spring member sealably contains and/or encloses the first air spring volume. Therefore, opposed ends of the air spring member are sealingly attached to the damper body and the support member, respectively, by appropriate fixation members, i.e. such that the interior of the first air spring member is sealed from its exterior.

Preferably, the air spring-damper comprises an attachment for attaching the damper or damper body to a wheel suspension. Preferably, the attachment is a damper mounting bush.

The attachment of the damper positions the damper at a configured location and angle with respect to the wheel suspension. The damper mounting bush can be attached to the damper body at the lower end of the damper body.

Preferably, the rotor is connected and/or attached to the support member. Preferably, the rotor is provided on a piston rod, one end of the piston rod being attached to the support member and an opposite end being movably received in the cavity of the damper body. It is preferred that the stator is provided at an interior wall of the damper body, preferably an interior wall of a peripheral surface of the damper body. Preferably, the damper comprises a bearing configured to guide the rotor.

In order to reduce the Noise Vibration Harshness in the vehicle and to allow a coning movement in the rotor or the piston rod as the damper moves up and down through its travel, an isolation bush can be provided to fixate the rotor and/or the piston rod of the rotor to the support member. The stator is positioned inside the interior wall to operate together with the rotor. It is also possible that the damper comprises more than one bearing, preferably two bearings, to guide the rotor. The number of bearings is dependent upon the side loading requirements.

The bump cap is the contact area on the top end of the damper body with the support member, preferably with an additional corresponding bump stop, to compress and stop the damper and the support member from a hard collision. The bump cap can either be a detachable part or part of an end cap of the top end of the damper body. The surface area of the bump cap should be sufficient for the bump stop contact. At the same time, it should not interfere with the air opening of the damper body.

Preferably, the bump cap and/or the bearing(s) of the damper may be configured to allow air to flow between the first air spring volume and the second air spring volume.

Preferably, the air spring-damper comprises at least one air path providing a fluid connection between an upper section and a lower section of the second air spring volume. In other words, the damper and/or the linear motor may be configured to enable a fluid connection between an upper section and a lower section of the second air spring volume through at least one air path. The upper section of the second air spring volume may be located between the rotor and the top end of the damper body. The lower section of the second air spring volume may be located between the rotor and the bottom end of the damper body.

The at least one air path may be located in the stator of the linear motor and/or in the damper body and/or between the stator and the rotor of the linear motor.

According to a non-claimed example, the at least one air path comprises at least one channel, preferably at least five channels, provided in the rotor. More specifically, the channel may be provided in the piston rod, on which the rotor is provided and/or in the rotor itself. The channel may extend in the rotor and/or piston rod along a longitudinal direction of the rotor and/or piston rod, respectively. The channel may extend from an upper portion of the rotor and/or piston rod, which is located adjacent to the upper section of the second air spring volume, to a lower portion of the rotor and/or piston rod, which is located adj acent to the lower section of the second air spring volume. The channel may open out into the upper section of the second air spring volume and the lower section of the second air spring volume, respectively.

Preferably, the at least one air path comprises at least one channel, preferably at least five channels, provided in the stator and/or the damper body. In other words, the channel may be provided in the damper body, on which the rotor is provided and/or in the stator itself. The channel may extend in the stator and/or the damper body along a longitudinal direction of the stator and/or the damper body, respectively. Preferably, the channel may extend along and inside the peripheral wall of the damper body. The channel may extend from an upper portion of the stator and/or damper body, which is located adjacent to the upper section of the second air spring volume, to a lower portion of the stator and/or damper body, which is located adjacent to the lower section of the second air spring volume. The channel may open out into the upper section of the second air spring volume and the lower section of the second air spring volume, respectively.

Preferably, the at least one air path comprises a gap formed between the stator and the rotor of the linear motor. Preferably, the gap is an annular gap located around the rotor.

Preferably, the at least one air path comprises at least one recess, preferably at least five recesses, more preferably by at least one recess formed in the stator and/or the rotor of the linear motor. The at least one recess may be formed on an outer peripheral surface of the rotor and/or on an inner peripheral surface of the stator, respectively. The at least one recess may extend along a longitudinal direction of the rotor and/or stator, respectively. The at least one recess may extend from an upper portion of the stator and/or rotor, which is located adjacent to the upper section of the second air spring volume, to a lower portion of the stator and/or rotor, which is located adjacent to the lower section of the second air spring volume.

The air path can be designed in different manners as described above. The air path inside the damper body or the second air spring volume allows the full length of the damper to be used as internal air volume for the air spring characteristic. The configuration enables the air path to connect the upper section to the lower section of the second air spring volume, thereby removing any potential pressure changes or undesired effects as the damper moves up and down. The cross-section size and the appropriate number of the air paths is designed such that a change in pressure does not occur between the lower and upper sections. Moreover, in this way, the entire volume within the linear motor can be effectively used for the air spring. This may further reduce the package size of the air spring-damper and/or improve the performance of the air spring-damper.

The linear motor, preferably the stator, may comprise one or more permanent magnets.

The inventors have established that the number of magnets is adjusted based on the force requirements to provide optimal performance of the air spring-damper.

The first air spring member and/or the damper may be configured to exert a force to a body of a vehicle.

The linear motor of the damper can provide additional force where required to control the wheel or body motion, e.g., for ride or handling (damping or stability force). Generally, the force applied by the linear motor does not change the spring force unless it alters the position of the piston profile, i.e. wheel movement. The static spring force does not change unless the linear motor is holding at a different position and there is no introduction or removal of air from the system to regulate the pressure. Dynamically, the forces can change in compression and rebound.

A volume of a cavity of the damper may be adjusted to alter the second air spring volume. It is preferred that the second air spring volume is adjusted at a lower section of the damper.

Preferably, the second air spring volume is adjusted by inserting volume packers into the damper. Alternatively, the second air spring volume may be adjusted by a longitudinally movable bottom end of the damper body.

The volume change will be dependent upon the damper size and the required capacity. Each technical application can have different volume requirements. The adjustment can be done either by removing the detachable end cap and inserting a volume packer that still allows the motion of the linear motor through its full travel. Alternatively, an adjustable bottom end cap on the bottom end of the damper body can reduce the air volume. The internal air volume can be tuned more precisely either prior to the operation by the use of volume packers or during the operation by a longitudinally movable bottom end that can be controlled to decrease or increase the internal air volume of the damper. In this way, a variable air spring-damper is provided that may be used for designing and dimensioning an air spring-damper for a specific application. The air pressure within the first air spring member and the damper may be set within a range of <NUM> and <NUM> N/mm<NUM>. The pressure is a function of spring size piston profile force requirement and temperature.

The first air spring volume and the second air spring volume are fluidly connected to each other and have the same pressure at all times. The volume of the entire air spring and the pressure of the air within the air spring determine the characteristics of the air spring, which may be adjusted dependent on the load and the desired vehicle dynamics.

The invention further relates to an air spring-damper system for active vehicle suspension comprising at least one air spring-damper as described above and at least one controller to control the linear motors of the at least one air spring-damper, e.g., as described herein. The system preferably comprises two, preferably four, air spring-dampers. Furthermore, the invention relates to a vehicle comprising such air spring-damper system as described herein.

The controller may be a chassis controller. The controller can adjust the behaviour of the linear motor and/or the air pressure of the air spring. Preferably, the controller is further configured to control the engine, e.g., to align the operation of the vehicle suspension and the engine for a smooth active vehicle suspension. The engine control may communicate with the chassis controller for the linear motor to work with respect to the engine or motor characteristics.

The disclosure further relates to a use of a linear motor as a damper of an air spring-damper of an active vehicle suspension, and a use of a cavity of a damper comprising a linear motor as a second air spring volume as an additional air spring volume for the active vehicle suspension, wherein a first air spring member defining a first air spring volume outside of the damper, the first air spring volume being fluidly connected to the additional air spring volume.

The combined use of a linear motor and an air spring-damper comprising a linear motor is a result achieved by the integrative design of the air spring-damper.

The disclosure further relates to a corresponding method for performing an active vehicle suspension using at least one air spring-damper. The air spring-damper may comprise a first air spring member defining a first air spring volume and a damper connected to the first air spring member. The damper preferably comprises a linear motor. Preferably, the method comprises supplying air to the first air spring member; preferably, supplying air to a cavity of the damper; controlling the linear motor for damping the first air spring member and/or to exert a force to a body of a vehicle. Preferably, the air pressure within the air spring member is within a range of <NUM> and <NUM> N/mm<NUM>. Preferably, the method may use at least one air spring-damper described above.

The air spring volume is set to a desired spring characteristic by the supply of air and the controller controls the air spring pressure to alter ride height and regulate pressure due to temperature effects. Each spring and damper can be controlled independently of each other. The controller also calculates and outputs the motor force required for damping, body control or handling. The spring rate is determined by the internal pressure, working area and the spring volume. As air is introduced, the volume is changed and the internal pressure on the working area determines the spring rate at the altered ride height. This is also applicable when air is removed. The piston profile changes the rate as the working area changes.

The invention will be described in more detail with reference to the figure below. The figure discloses exemplary embodiments of the invention for illustrational purposes only. In particular, the disclosure provided by the figure is not meant to limit the scope of protection conferred by the invention.

<FIG> schematically illustrates an air spring-damper <NUM> for active vehicle suspension that comprises a first air spring member <NUM> defining a first air spring volume <NUM> and a damper <NUM> connected to the first air spring member <NUM>. The damper <NUM> comprises a linear motor <NUM>.

The damper <NUM> is positioned on and/or attached to a damper mounting bush <NUM> that may be attached to a wheel suspension of a vehicle. The damper body <NUM> comprises a top end <NUM>, a bottom end <NUM> and a peripheral wall <NUM> extending from the top end <NUM> to the bottom end <NUM>. The damper body forms a cavity <NUM>, which provides a second-air spring volume <NUM>. The linear motor <NUM> inside damper body <NUM> comprises a stator <NUM> that is provided at an interior wall <NUM> of the damper body <NUM> and a rotor <NUM> that is provided on a piston rod <NUM> movably received in the cavity <NUM> of the damper body <NUM>. The rotor <NUM> electromagnetically interacts with the stator <NUM> and is linearly movable with respect to the damper body <NUM> and the stator <NUM>, respectively. The volume of the cavity <NUM> can be adjusted to alter the second air spring volume <NUM>, e.g., by inserting volume packers inside the damper <NUM>. The second air spring volume <NUM> has an upper section 21A between the rotor <NUM> and the top end <NUM> of the damper <NUM> and a lower section 21B between the rotor <NUM> and the bottom end <NUM> of the damper <NUM> The upper section 21A and the lower section 21B are fluidly connected to each other via at least one air path <NUM>, which can be located within the linear motor <NUM>, e.g., is provided by a plurality of channels formed in the rotor <NUM>. The damper <NUM> has an air opening <NUM>, which enables the fluid connection between the first air spring volume <NUM> and the second air spring volume <NUM>. It is possible to have the opening provided at top end <NUM> of the damper body <NUM> or at a detachable top end cap. The piston rod <NUM> extends out of the damper body <NUM> at its top end <NUM>. An upper end of the rod <NUM> is attached to a support member <NUM> and a opposite lower end of the piston rod <NUM> is movably received in the cavity <NUM> of the damper body <NUM>. The rotor <NUM> is provided on the lower end of the piston rod <NUM>. A bump cap <NUM> configured to prevent collision between the damper and the support member is located at the top end <NUM> of the damper body <NUM>.

Outside of the damper body <NUM>, the first air spring volume <NUM> is defined by the first air spring member <NUM>, which is a flexible member <NUM>, preferably a rolling lobe. The first air spring member <NUM> is sealably attached to a peripheral wall <NUM> of the damper body <NUM> by a fixation member <NUM> at its one end and is sealably attached to the support member <NUM> at its other end. The first air spring member <NUM> is positioned on top and partially adjacent to the peripheral wall <NUM> of the damper body <NUM> and encircles a part of the damper body <NUM>. The first air spring member <NUM> is configured to expand and contract along the peripheral wall <NUM> of the damper body <NUM> by using the surface as a piston profile. The support member <NUM> is configured to be attached to a body <NUM> of a vehicle.

As described in more detail above, the rolling lobe <NUM> comprises a first portion 12A, a second portion 12B and a bent portion 12C located between the first portion 12A and the second portion 12B. As the first air spring member <NUM> expands or contracts along the peripheral wall <NUM> of the damper body <NUM>, the bent portion 12C travels along the rolling lobe <NUM>.

Furthermore, the air spring-damper <NUM> comprises an external air feed <NUM> from a valve block of a vehicle air system. The first air spring volume <NUM> in fluid connection to an air feed <NUM> and can be supplied with the necessary air from outside to adjust the pressure and the spring rate and/or air can be removed from the first air spring volume <NUM>, wherein the first air spring volume <NUM> is fluidly connected to the second air spring volume <NUM>. Although it is not shown in <FIG>, the linear motor <NUM> can be controlled by a chassis controller, which may also control the air feed.

<FIG> schematically illustrates the air spring damper <NUM> in a cross-section made in the middle of the damper <NUM>, i.e., between the upper section 21A and the lower section 21B of the second air spring volume, the cross-section being perpendicular to the longitudinal extension of the damper <NUM>, damper body <NUM> and/or piston rod <NUM>. All these embodiments have the same general assembly shown in <FIG>, where a stator <NUM> is provided at an interior wall <NUM> of a damper body <NUM> and the rotor <NUM> is provided in a piston rod <NUM> that is linearly movable with respect to the damper body <NUM> and the stator <NUM>. A gap (not illustrated) between the stator <NUM> and the rotor <NUM> allows free linear movement of the rotor <NUM> vis-à-vis the stator <NUM>. However, the non-claimed example shown in <FIG> and the embodiments shown in <FIG> differ in the arrangement of the at least one air path <NUM>, as described further below.

According to <FIG>, a non-claimed example, the at least one air path <NUM> is formed in the rotor <NUM>, e.g. by a plurality of channels formed in the rotor <NUM> and/or the piston rod <NUM>, respectively.

According to <FIG>, the at least one air path <NUM> is provided between the rotor <NUM> and the stator <NUM>. According to this exemplary embodiment, a plurality of recesses is formed in the rotor <NUM>.

According to <FIG>, the at least one air path <NUM> is provided between the rotor <NUM> and the stator <NUM>, wherein a plurality of recesses is formed in the stator <NUM>.

The at least one air path <NUM> can also be formed in the stator <NUM> and/or by a gap between the stator <NUM> and the rotor <NUM>.

According to <FIG>, the at least one air path <NUM> is formed in the outer peripheral wall <NUM> of the damper body <NUM>.

Claim 1:
Air spring-damper (<NUM>) for active vehicle suspension, comprising:
a first air spring member (<NUM>) defining a first air spring volume (<NUM>), and
a damper (<NUM>) connected to the first air spring member (<NUM>),
wherein the damper (<NUM>) comprises a linear motor (<NUM>),
wherein the damper (<NUM>) defines a second air spring volume (<NUM>), wherein the damper (<NUM>) comprises a damper body (<NUM>) defining a cavity (<NUM>), wherein the cavity (<NUM>) defines the second air spring volume (<NUM>),
wherein the second air spring volume (<NUM>) is in fluid connection to the first air spring volume (<NUM>) through an air opening (<NUM>) of the damper (<NUM>), and
wherein the first air spring volume (<NUM>) and the second air spring volume (<NUM>) have the same air pressure at all times,
wherein the damper body (<NUM>) comprises a top end (<NUM>), a bottom end (<NUM>) and a peripheral wall (<NUM>) extending from the top end (<NUM>) to the bottom end (<NUM>),
wherein the damper body (<NUM>) further comprises a stator (<NUM>) of the linear motor (<NUM>),
characterized in that the linear motor (<NUM>) comprises a full-body, non-hollow, rotor (<NUM>) that is provided on a piston
rod (<NUM>) that is received in the cavity (<NUM>) of the damper body (<NUM>), and
wherein the rotor (<NUM>) is linearly movable with respect to the damper body (<NUM>).