A vehicle body stabilizing mechanism with interconnected shock absorbers

Abstract

A shock absorber interconnected vehicle body stabilization mechanism belongs to the technical field of vehicle suspension. The present invention includes a plurality of shock absorbers arranged between a vehicle frame and a suspension, wherein the shock absorber includes a piston assembly, an external damping valve, an air chamber, an air chamber damping valve, and a floating piston; one end of the external damping valve is connected to the rod oil chamber of the piston assembly, the air chamber is connected to the rodless oil chamber of the piston assembly, the air chamber damping valve is arranged at one end of the air chamber connected to the rodless oil chamber, the floating piston is slidably connected to the inner wall of the air chamber, and a high-pressure gas is arranged between one end of the air chamber away from the air chamber damping valve and the floating piston; the vehicle frame and the suspension are respectively connected to the fixed end and the telescopic end of the piston assembly, the external damping valves and the rodless oil chambers of the two coaxial shock absorbers are cross-connected, the external damping valves of the multiple shock absorbers on the same side of the vehicle are connected to each other, and the rodless oil chambers of the multiple shock absorbers on the same side of the vehicle are connected to each other. The present invention can effectively take into account the anti-roll performance of the vehicle and the effective driving force on a torsion road surface.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle suspension, and in particular to a shock absorber interconnected vehicle body stabilizing mechanism. Background Art

[0002] In traditional suspension, the lateral stabilizer bar acts as an elastic element to provide roll stiffness and reduce the roll angle of the vehicle when cornering. However, it will also reduce the adhesion between the tire and the road when driving on a torsion road, reducing the effective driving force of the vehicle. Off-road vehicles have a high center of mass, so it is hoped that the suspension has a higher roll stiffness. However, the increase in roll stiffness will reduce the effective driving force of the off-road vehicle on a torsion road, resulting in poor vehicle passability. Therefore, it is difficult for traditional suspension to take into account both anti-roll performance and vehicle passability.

[0003] At present, there are also some suspension systems that can take into account both anti-roll performance and vehicle passability, such as the vehicle suspension system and motor vehicle disclosed in the utility model patent No. ZL201420442406, and the hydraulic interconnected torsion-eliminating suspension system for four-wheel vehicles disclosed in the utility model patent No. ZL201320481704. However, the structures with anti-roll and torsion-eliminating performance in such suspension systems are a whole set of mechanisms with an overall design, and multiple hydraulic cylinders are required, so that the cost of such suspension systems is too high and it is not easy to promote and use; and once part of the whole set of mechanisms fails, the remaining parts will also lose their value. Summary of the invention

[0004] The purpose of the present invention is to solve the problems existing in the above-mentioned prior art and to provide a shock absorber interconnected vehicle body stabilization mechanism, which can effectively take into account the vehicle's anti-roll performance and effective driving force on a torsional road surface, while having low cost and easy recycling.

[0005] The objective of the present invention is achieved through the following technical solutions:

[0006] A shock absorber interconnected vehicle body stabilization mechanism, comprising a plurality of shock absorbers respectively arranged between each suspension and a vehicle frame, the shock absorber comprising a piston assembly, an external damping valve, an air chamber, an air chamber damping valve, and a floating piston; the piston assembly is respectively provided with a rodless oil chamber and a rod oil chamber on both sides of its piston, one end of the external damping valve is communicated with the rod oil chamber, the air chamber is communicated with the rodless oil chamber, the air chamber damping valve is arranged at one end of the air chamber communicated with the rodless oil chamber, the floating piston is slidably connected to the inner wall of the air chamber, a high-pressure gas is arranged between the end of the air chamber away from the air chamber damping valve and the floating piston, the external damping valve has a one-way damping effect from the rod oil chamber to the outside, and the air chamber damping valve has a one-way damping effect from the rodless oil chamber to the air chamber;

[0007] The frame and the suspension are respectively connected to the fixed end and the telescopic end of the piston assembly, the external damping valves and the rodless oil chambers of the two coaxial shock absorbers are cross-connected, the external damping valves of the multiple shock absorbers on the same side of the vehicle are connected to each other, and the rodless oil chambers of the multiple shock absorbers on the same side of the vehicle are connected to each other.

[0008] The working principle of the present invention: Taking a double-axle vehicle as an example, the double-axle vehicle has four suspensions and needs to be provided with four shock absorbers.

[0009] When the vehicle body tilts to the left, the left shock absorber is compressed and the right shock absorber is stretched. The oil in the rodless oil chambers of the two left shock absorbers and the rod oil chambers of the two right shock absorbers is pressed out, and the pressed oil enters the air chambers of the two left shock absorbers; while the rod oil chambers of the two left shock absorbers and the rodless oil chambers of the two right shock absorbers need oil to flow into, and the oil that flows in comes from the air chambers of the two right shock absorbers. Therefore, the floating pistons of the two shock absorbers on the left will move toward the high-pressure gas side due to the oil entering the air chamber, the high-pressure gas in the air chamber will be further compressed, and the air pressure will further increase; the floating pistons of the two shock absorbers on the right will move toward the air chamber damping valve side due to the oil outflow, and the air pressure in the air chamber will decrease; as a result, the oil pressure in the rodless oil chamber of the left shock absorber is greater than that in the rod oil chamber, generating a force pushing the piston toward the rod oil chamber, that is, the left shock absorber generates a tensile force; while the oil pressure in the rodless oil chamber of the right shock absorber is less than that in the rod oil chamber, generating a force pushing the piston toward the rodless oil chamber, that is, the right shock absorber generates a contractive force; as a result, the left shock absorber generates an upward force on the vehicle body, and the right shock absorber generates a downward force on the vehicle body, and these two forces generate a torque on the vehicle body that is opposite to the roll direction to resist the roll of the vehicle body.

[0010] When the vehicle is traveling on a twisting road, the front and rear suspensions on the same side move up and down in opposite directions. If the vertical displacements on the same side of the front and rear suspensions are the same, that is, the piston movement distances of the front and rear shock absorbers on the same side are the same, and the diameters of all shock absorber pistons are the same, then an equal amount of oil exchange will occur between the rodless oil chamber and the rod oil chamber of the front and rear shock absorbers on the same side. For example, if the front shock absorber is compressed and the rear shock absorber is stretched, the oil in the rodless oil chamber of the front shock absorber is pressed into the rodless oil chamber of the rear shock absorber, and the oil in the rod oil chamber of the rear shock absorber is pressed into the rod oil chamber of the front shock absorber. Therefore, no oil flows into the air chamber, that is, the air pressure in the air chamber remains unchanged, that is, the oil pressure in the rodless oil chamber and the rod oil chamber remains unchanged, the shock absorber will not generate torque on the vehicle body, and the front and rear wheels can rise and fall due to the height of the road surface, maintain close contact with the ground, and ensure effective driving force. If the vertical displacement of the same side of the front and rear suspension is different, that is, the piston movement distance of the front and rear shock absorbers on the same side is different, the oil exchange between the rodless oil chamber and the rod oil chamber of the front and rear shock absorbers on the same side will be unequal. At this time, the air chamber of each shock absorber will absorb or replenish the oil in the rodless oil chamber and the rod oil chamber, and a small amount of oil will flow into or out of the corresponding air chamber. Therefore, the oil pressure of the rodless oil chamber and the rod oil chamber will change slightly, which will generate a small torsional moment on the vehicle body, and have little effect on the adhesion between the wheel and the ground, that is, it has little effect on the effective driving force of the vehicle.

[0011] In addition, the shock absorber can also be used alone, and it is only necessary to connect the rodless oil chamber of a single shock absorber with an external damping valve. During compression, the oil in the rodless oil chamber is pressed into the air chamber, the air chamber damping valve generates compression damping force, and the floating piston further compresses the high-pressure gas; during extension, the oil in the rod oil chamber is pressed into the rodless oil chamber, the external damping valve generates extension damping force, and the floating piston slides toward the air chamber damping valve. That is, setting a shock absorber on each suspension of the vehicle can play a role in vibration reduction and anti-roll, and after multiple shock absorbers are connected to each other, the vehicle can further achieve reliable driving force on a torsion road surface.

[0012] As a preferred embodiment of the present invention, the piston assembly includes an outer cylinder, an inner cylinder, a piston slidably connected to the inner side wall of the inner cylinder, and a piston rod connected to the piston; the inner cylinder is provided with a notch connected to the outer cylinder near the telescopic end of the piston rod, and the outer cylinder is connected to the external damping valve. The piston assembly increases the oil storage capacity of the rod oil chamber by providing the outer cylinder to improve its applicability.

[0013] As a preferred embodiment of the present invention, the piston assembly further comprises end caps and guides arranged at both ends of the outer tube and the inner tube, one end of the outer tube is fixedly connected to the end cap, an outer tube sealing ring is arranged between the other end of the outer tube and the guide, an inner tube sealing ring is arranged between one end of the inner tube and the end cap, the piston rod is slidably connected to the guide, and a guide sealing ring is arranged between the guide and the piston rod. Multiple sealing rings effectively ensure the sealing of the entire piston assembly.

[0014] As a preferred embodiment of the present invention, a groove is provided in the end cover, and a limiting step is provided at the groove opening to block the piston, so that a rodless oil chamber is formed between the groove and the piston. The structure ensures the minimum capacity of the rodless oil chamber to ensure its applicability.

[0015] As a preferred embodiment of the present invention, a piston rod sealing ring is provided between the piston rod and the piston, a piston sealing ring is provided between the piston and the inner wall of the inner tube, and a floating piston sealing ring is provided between the floating piston and the inner wall of the air chamber. The structure ensures the independence of the multiple chambers.

[0016] As a preferred embodiment of the present invention, the guide is provided with a sliding bearing between the side of the guide seal ring close to the rod oil chamber and the piston rod, a piston guide belt is provided between the piston and the inner wall of the inner tube, and a floating piston guide belt is provided between the side of the floating piston seal ring close to the air chamber damping valve and the inner wall of the air chamber. The structure improves the smoothness of the sliding of the floating piston of the piston machine and ensures the response speed of the shock absorber.

[0017] As a preferred embodiment of the present invention, the guide is provided with a dust ring between the piston rod and the side of the guide sealing ring away from the rod oil chamber to prevent dust and stains on the piston rod from entering the shock absorber and affecting the working stability of the shock absorber.

[0018] As a preferred embodiment of the present invention, a buffer block seat is provided on the side of the piston rod close to the piston, and a buffer block is provided on the side of the buffer block seat facing the guide. On the one hand, the structure buffers the collision between the piston and the guide, and on the other hand, it avoids the piston from completely fitting the guide, so as to prevent the piston from blocking the gap between the inner and outer cylinders and affecting the circulation of oil.

[0019] As a preferred embodiment of the present invention, an air filling port is provided at one end of the air chamber away from the air chamber damping valve to facilitate inflating the air chamber and adjusting the air volume in the air chamber.

[0020] As a preferred embodiment of the present invention, both the fixed end and the telescopic end of the piston assembly are provided with lifting ears to facilitate installation between the suspension and the frame.

[0021] The advantages of the present invention are:

[0022] 1. It can make the vehicle have strong anti-roll performance and torsional road passability;

[0023] 2. The lateral stabilizer bar in the suspension system is eliminated, simplifying the suspension structure;

[0024] 3. The manufacturing process of the shock absorber is basically the same as that of the traditional shock absorber, and the manufacturing cost is low;

[0025] 4. The shock absorber can be used alone, with high utilization rate. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a structural schematic diagram of the shock absorber in the present invention;

[0027] Figure 2 It is a schematic diagram of the structure of the present invention applied to a dual-axle vehicle;

[0028] Figure 3 This is a schematic diagram of the operation principle of the present invention applied to a dual-axle vehicle under a roll condition;

[0029] Figure 4 This is a schematic diagram of the operation principle of the present invention applied to a dual-axle vehicle under a torsional working condition;

[0030] Figure 5 It is a schematic diagram of the structure of the shock absorber used alone in the present invention;

[0031] Figure 6 It is a structural schematic diagram of the present invention applied to a three-axle vehicle;

[0032] In the figure: 1-upper lifting ear; 2-end cover; 3-upper interface; 4-outer cylinder; 5-lower interface; 6-external damping valve; 7-external damping valve housing; 8-guide; 9-outer cylinder sealing ring; 10-piston rod; 11-lower lifting ear; 12-dust ring; 13-first sealing ring of guide; 14-second sealing ring of guide; 15-sliding bearing; 16-inner cylinder; 17-buffer block; 18-buffer block seat; 19-piston; 20-piston rod seal; 21-nut; 22-inner cylinder sealing ring; 23-piston guide belt; 24-piston sealing ring; 25-connecting pipe; 26-air chamber cover; 27-circlip; 28-air chamber damping valve; 29-floating piston; 30-floating piston guide belt; 31-floating piston sealing ring; 32-inflating port; 33-air chamber housing. DETAILED DESCRIPTION

[0033] The present invention will be further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0034] Example 1

[0035] A shock absorber interconnected vehicle body stabilization mechanism comprises a plurality of shock absorbers respectively arranged between each suspension and a vehicle frame. Taking a two-axle vehicle as an example, the two-axle vehicle has four suspensions and needs to be provided with four shock absorbers.

[0036] like Figure 1 The shock absorber is composed of an upper lifting ear 1, an end cover 2, an upper interface 3, an outer tube 4, a lower interface 5, an external damping valve 6, an external damping valve housing 7, a guide 8, an outer tube sealing ring 9, a piston rod 10, a lower lifting ear 11, a dust ring 12, a first guide sealing ring 13, a second guide sealing ring 14, a sliding bearing 15, an inner tube 16, a buffer block 17, a buffer block seat 18, a piston 19, a piston rod seal 20, a nut 21, an inner tube sealing ring 22, a piston guide belt 23, a piston sealing ring 24, a connecting pipe 25, an air chamber cover 26, a retaining ring 27, an air chamber damping valve 28, a floating piston 29, a floating piston guide belt 30, a floating piston sealing ring 31, an inflation port 32, an air chamber housing 33, etc.

[0037] When the shock absorber is installed on a vehicle, the upper hanging eye 1 is connected to the vehicle frame or the vehicle body, and the lower hanging eye 11 is connected to the suspension arm or the vehicle axle.

[0038] The upper lifting ear 1, the upper interface 3 and the outer cylinder 4 are all fixed to the end cover 2 to form a whole; the inner cylinder sealing ring 22 is installed in the groove of the end cover 2, and the inner cylinder 16 is installed on the step of the end cover 2 and contacts with the inner cylinder sealing ring 22 to ensure the sealing of the joint surface between the inner cylinder 16 and the end cover 2. The guide 8 is simultaneously engaged with the inner cylindrical surface of the inner cylinder 16 and the outer cylinder 4. The outer cylinder sealing ring 9 is provided at the joint of the guide 8 and the outer cylinder 4 to ensure the sealing of the joint surface; a notch is provided at the joint of the guide 8 and the inner cylinder 16 to ensure the circulation of oil.

[0039] The lower lifting ear 11 is fixed to the piston rod 10, and the piston rod 10 passes through the guide 8, and the outer cylindrical surface of the piston rod 10 contacts the dust ring 12, the first guide seal ring 13, the second guide seal ring 14, and the sliding bearing 15 installed on the guide 8; the dust ring 12 is used to remove dust and stains attached to the piston rod 10, the first guide seal ring 13 and the second guide seal ring 14 ensure the seal between the piston rod 10 and the guide 8, and the sliding bearing 15 plays the role of motion guidance and bearing lateral force. The bottom of the outer cylinder 4 is flanged to abut the bottom of the guide 8, thereby fixing the guide 8 and the inner cylinder 16.

[0040] The piston 19 is mounted on the piston rod 10 through a nut 21, and a piston rod seal 20 is provided at the joint of the piston 19 and the piston rod 10. A piston guide band 23 and a piston seal ring 24 are installed in the groove of the outer cylindrical surface of the piston 19, and the piston guide band 23 and the piston seal ring 24 are in contact with the inner cylindrical surface of the inner cylinder 16.

[0041] The external damping valve housing 7 is welded to the outer cylindrical surface of the outer cylinder 4 and communicated with the hole on the outer cylinder 4. The external damping valve 6 is a one-way damping valve, which is installed in the external damping valve housing 7; the lower interface 5 is fixed to the external damping valve housing 7, and the lower interface 5 abuts against the external damping valve 6 to ensure that the external damping valve 6 does not move.

[0042] One end of the connecting pipe 25 is connected to the end cover 2, and the other end is connected to the air chamber cover 26, and the two connections are sealed. The air chamber cover 26 integrates the air chamber damping valve 28, and the air chamber damping valve 28 is fixed by a retaining spring 27 stuck in the groove of the air chamber cover 26. The air chamber cover 26 is connected to the air chamber shell 33 to form a whole, and the connection is sealed. The floating piston 29 is installed in the inner cavity of the air chamber shell 33, and the floating piston guide belt 30 and the floating piston sealing ring 31 are installed in the outer circumferential groove of the floating piston 29. The inflation port 32 is installed at the bottom of the air chamber shell 33 for inflating the air chamber shell 33, and the installation is sealed. Before leaving the factory, the air chamber shell 33 is pre-filled with high-pressure nitrogen.

[0043] Sealing rings are installed at the joints between the piston 19 and the piston rod 10, the piston 19 and the inner tube 16, the inner tube 16 and the end cover 2, the outer tube 4 and the guide 8, and the guide 8 and the piston rod 10, so that two independent oil chambers are formed in the shock absorber.

[0044] The space above the piston 19 is called the rodless oil chamber. The rodless oil chamber is connected to the upper interface 3 and the connecting pipe 25. After the oil enters the air chamber cover 26 through the connecting pipe 25, it passes through the air chamber damping valve 28 and finally enters the air chamber. The air chamber damping valve 28 is a one-way damping valve. When the oil enters the air chamber damping valve 28 from the rodless oil chamber, damping force is generated. When it flows in the opposite direction, no damping force is generated. That is, based on the attached Figure 1 In the orientation shown, when the oil flows from top to bottom through the air chamber damping valve 28, a damping force is generated; when the oil flows in the opposite direction, no damping force is generated.

[0045] The space below the piston 19 is called the rod oil chamber, which is connected to the outer tube 4. An external damping valve 6 is arranged between the outer tube 4 and the lower interface 5, and the external damping valve 6 is a one-way damping valve. When the oil flows from the outer tube 4 into the external damping valve 6, damping force is generated; when it flows in the opposite direction, no damping force is generated. That is, based on the attached Figure 1 In the orientation shown, when the oil flows from right to left through the external damping valve 6, a damping force is generated; when the oil flows in the opposite direction, no damping force is generated.

[0046] As attached Figure 2As shown, the X direction is the direction of the front of the vehicle, and the four shock absorbers are respectively installed in the four suspensions of the vehicle, and the connection method is: the upper and lower interfaces of the two coaxial shock absorbers are cross-connected, and the upper and lower interfaces of the shock absorbers on the same side are connected in the same direction. Specifically: the upper interface A1 of the left shock absorber on the front axle is connected to the lower interface B2 of the right shock absorber, and the lower interface A2 of the left shock absorber is connected to the upper interface B1 of the right shock absorber; the upper interface C1 of the left shock absorber on the rear axle is connected to the lower interface D2 of the right shock absorber, and the lower interface C2 of the left shock absorber is connected to the upper interface D1 of the right shock absorber; on this basis, the lower interface A2 of the left front shock absorber is connected to the lower interface C2 of the left rear shock absorber, and the lower interface B2 of the right front shock absorber is connected to the lower interface D2 of the right rear shock absorber. Since the upper and lower interfaces of the two coaxial shock absorbers are cross-connected, A1 and C1, as well as B1 and D1 are also connected accordingly. After the connection is completed, the air in the shock absorber and pipeline is discharged with auxiliary equipment, and oil is injected.

[0047] As attached Figure 3 As shown in the figure, when the vehicle body tilts to the left, the left shock absorber is compressed and the right shock absorber is stretched. Figure 1 It can be seen that the oil in the rodless oil chamber of the two shock absorbers on the left and the rod oil chamber of the two shock absorbers on the right is pressed out, and the pressed oil enters the air chamber of the two shock absorbers on the left; while the rod oil chamber of the two shock absorbers on the left and the rodless oil chamber of the two shock absorbers on the right need oil to flow in, and the inflow oil comes from the air chamber of the two shock absorbers on the right. Therefore, the floating piston 29 of the two shock absorbers on the left will move downward, the nitrogen in the air chamber will be compressed, and the air pressure will increase; the floating piston 29 of the two shock absorbers on the right will move upward, and the air pressure in the air chamber will decrease; thus, the oil pressure of the rod oil chamber of the left shock absorber is less than that of the rodless oil chamber, and the oil pressure of the rodless oil chamber of the right shock absorber is less than that of the rod oil chamber. Further, the left shock absorber generates an upward force on the vehicle body, and the right shock absorber generates a downward force on the vehicle body. These two forces generate a moment of force on the vehicle body opposite to the roll direction to resist the roll of the vehicle body.

[0048] As attached Figure 4 As shown in the figure, when the vehicle is driving on a twisting road, the front and rear suspensions on the same side move in opposite directions. Figure 1It can be seen that if the piston diameters and movement distances of the front and rear shock absorbers are the same, equal amounts of oil exchange will occur between the rodless oil chambers and the rod oil chambers of the front and rear shock absorbers on the same side, specifically: equal amounts of oil exchange will occur between the four groups of connected interfaces, namely A1 and C1, A2 and C2, B1 and D1, and B2 and D2. Therefore, no oil will flow into the air chamber, so the oil pressures of the rodless oil chamber and the rod oil chamber remain unchanged, and the shock absorber will not generate torque on the vehicle body. If the piston diameters and movement distances of the front and rear shock absorbers are different, the oil exchange between each group of connecting interfaces will be unequal. At this time, the air chambers of each shock absorber will absorb or supplement the oil in the rodless oil chamber and the rod oil chamber, and a small amount of oil will flow into or out of the corresponding air chamber. Therefore, the oil pressure of the rodless oil chamber and the rod oil chamber will change slightly, which will generate a very small torsional torque on the vehicle body, which has little effect on the vehicle's passability.

[0049] In addition, if Figure 5 As shown, the shock absorber can also be used alone, and the rodless oil chamber of a single shock absorber only needs to be connected to the external damping valve. During compression, the oil in the rodless oil chamber is pressed into the air chamber, the air chamber damping valve generates compression damping force, and the floating piston further compresses the high-pressure gas; during extension, the oil in the rod oil chamber is pressed into the rodless oil chamber, the external damping valve generates extension damping force, and the floating piston slides toward the air chamber damping valve.

[0050] Example 2

[0051] Taking a three-axle vehicle as an example, a three-axle vehicle has six suspensions and needs to be equipped with six shock absorbers. Figure 5 As shown, the X direction is the direction of the front of the vehicle, and the six shock absorbers are respectively installed in the six suspensions of the vehicle, and the connection method is: the two coaxial shock absorbers are cross-connected, and the shock absorbers on the same side are connected in the same direction. Specifically: the front axle A1 is connected to B2, and A2 is connected to B1; the middle axle C1 is connected to D2, and C2 is connected to D1; the rear axle E1 is connected to F2, and E2 is connected to F1; on this basis, the three interfaces A2, C2 and E2 on the same side are connected, and the three interfaces B2, D2 and F2 are connected. After the connection is completed, the air in the shock absorber and the pipeline is discharged with auxiliary equipment, and oil is injected. The working principle is the same as the above-mentioned vehicle with four suspensions.

[0052] The above is only a preferred specific embodiment of the present invention, which is an implementation method based on the overall concept of the present invention, and the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A shock absorber interconnected vehicle body stabilization mechanism, comprising a plurality of shock absorbers respectively arranged between each suspension and a vehicle frame, characterized in that: The shock absorber includes a piston assembly, an external damping valve, an air chamber, an air chamber damping valve, a floating piston, an external damping valve housing, an upper interface, a lower interface, and a connecting pipe; the piston assembly includes an outer cylinder, an inner cylinder, a piston slidably connected to the inner wall of the inner cylinder, and a piston rod connected to the piston; the inner cylinder is provided with a notch connected to the outer cylinder near the telescopic end of the piston rod, the outer cylinder is connected to the external damping valve, the piston assembly is provided with a rodless oil chamber and a rod oil chamber on both sides of its piston, the rodless oil chamber is connected to the upper interface and the connecting pipe, one end of the external damping valve is connected to the rod oil chamber, the air chamber is connected to the rodless oil chamber, the air chamber The damping valve is arranged at one end of the air chamber connected to the rodless oil chamber, the floating piston is slidably connected to the inner wall of the air chamber, and high-pressure gas is arranged between the end of the air chamber away from the air chamber damping valve and the floating piston. The external damping valve has a one-way damping effect from the rod oil chamber to the outside, and the air chamber damping valve has a one-way damping effect from the rodless oil chamber to the air chamber; the external damping valve housing is welded to the outer cylindrical surface of the outer cylinder and is connected to the hole on the outer cylinder. The external damping valve is a one-way damping valve and is installed in the external damping valve housing; the lower interface is fixed to the external damping valve housing, and the lower interface is against the external damping valve to ensure that the external damping valve does not move; The frame and the suspension are respectively connected to the fixed end and the telescopic end of the piston assembly, the external damping valves and the rodless oil chambers of the two coaxial shock absorbers are cross-connected, the external damping valves of the multiple shock absorbers on the same side of the vehicle are connected to each other, and the rodless oil chambers of the multiple shock absorbers on the same side of the vehicle are connected to each other.

2. The vehicle body stabilization mechanism of the shock absorber interconnection type according to claim 1, characterized in that: The piston assembly also includes end covers and guides which are arranged at both ends of the outer tube and the inner tube. One end of the outer tube is fixedly connected to the end cover, an outer tube sealing ring is provided between the other end of the outer tube and the guide, an inner tube sealing ring is provided between one end of the inner tube and the end cover, the piston rod is slidably connected to the guide, and a guide sealing ring is provided between the guide and the piston rod.

3. The vehicle body stabilization mechanism of the shock absorber interconnection type according to claim 2, characterized in that: A groove is provided in the end cover, and a limiting step for blocking the piston is provided at the mouth of the groove, so that a rodless oil chamber is formed between the groove and the piston.

4. The vehicle body stabilization mechanism of the shock absorber interconnection type according to claim 2, characterized in that: A piston rod sealing ring is provided between the piston rod and the piston, a piston sealing ring is provided between the piston and the inner wall of the inner tube, and a floating piston sealing ring is provided between the floating piston and the inner wall of the air chamber.

5. The vehicle body stabilization mechanism of the shock absorber interconnection type according to claim 2, characterized in that: The guide is provided with a sliding bearing between the side of the guide seal ring close to the rod oil chamber and the piston rod, a piston guide belt is provided between the piston and the inner wall of the inner tube, and the floating piston is provided with a floating piston guide belt between the side of the floating piston seal ring close to the air chamber damping valve and the inner wall of the air chamber.

6. The vehicle body stabilization mechanism of the shock absorber interconnection type according to claim 2, characterized in that: The guide is provided with a dust ring between the piston rod and the side of the guide seal ring away from the rod oil chamber.

7. The vehicle body stabilization mechanism of the shock absorber interconnection type according to claim 2, characterized in that: A buffer block seat is provided on a side of the piston rod close to the piston, and a buffer block is provided on a side of the buffer block seat facing the guide.

8. The vehicle body stabilizing mechanism with interconnected shock absorbers according to claim 1, characterized in that: An air filling port is arranged at one end of the air chamber away from the air chamber damping valve.

9. The vehicle body stabilization mechanism of claim 1, characterized in that: The fixed end and the telescopic end of the piston assembly are both provided with lifting ears.

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