An air suspension structure

Abstract

This invention provides an air suspension structure, including an air spring. The air spring includes a piston, a base, and an air bladder fixed between the piston and the base, all movably connected to the vehicle's longitudinal beam. The base of the air spring is fixed to a lower control arm. A cavity communicating with the air spring is provided inside the lower control arm, and a solenoid valve for controlling the gas flow between the air spring and the cavity of the lower control arm is installed within the cavity. This air suspension structure, by providing a cavity inside the lower control arm and adding a solenoid valve within the cavity, controls the gas flow between the air spring and the cavity of the lower control arm. This not only allows for adjustable air spring stiffness, improving overall vehicle comfort, but also solves the problems of large radial dimensions, large space occupation, and large weight of existing air springs. It also allows for easier placement of the air spring between the vehicle's longitudinal beam and the lower control arm, and improves overall vehicle performance by adding a cavity to the lower control arm.

Description

Technical Field

[0001] This invention relates to the field of automotive suspension structure technology, and in particular to an air spring and an air suspension structure. Background Technology

[0002] An air spring is a sealed container filled with compressed air, utilizing the compressibility of the gas to achieve elasticity. Air springs possess good non-linear elastic characteristics, making them increasingly popular in vehicle body structures to improve overall comfort. However, existing air springs, when installed between the longitudinal beams and lower control arms, present the following problems: First, existing air springs installed between the longitudinal beams and lower control arms have large radial dimensions and occupy a lot of space, resulting in a significant weight. Second, existing air springs installed between the longitudinal beams and lower control arms cannot achieve active stiffness adjustment. Third, existing air suspension structures lack an effective connection between the air spring and the longitudinal beams, causing the air spring to twist due to the rotation of the lower control arm, thus affecting the air spring's lifespan or even damaging it. Summary of the Invention

[0003] The purpose of this invention is to solve the problems of existing air springs located between the longitudinal beams and lower control arms of the vehicle body, which have large radial dimensions, occupy a lot of space, and are heavy, making it impossible to achieve active stiffness adjustment. Furthermore, the existing air suspensions do not have an effective connection structure between the air springs and the vehicle body components, which makes the air bladders in the air springs prone to twisting. This invention provides an air suspension structure.

[0004] The technical solution adopted by the present invention to solve its technical problem is: an air suspension structure, including an air spring, the air spring including a piston movably connected to the vehicle body longitudinal beam, a base, and an air bladder fixed between the piston and the base, the base of the air spring being fixed to a lower control arm, the lower control arm having a cavity communicating with the air spring inside, and a solenoid valve for controlling the gas flow between the air spring and the cavity of the lower control arm being provided in the cavity of the lower control arm; the base of the air spring having a mounting groove for connecting to the lower control arm, the lower control arm having a mounting seat for connecting to the air spring on the side near the vehicle body longitudinal beam, and the mounting groove of the air spring base being sleeved on the mounting seat of the lower control arm.

[0005] Furthermore, the base of the air spring is provided with a vent hole that connects the air bag to the mounting groove, and the mounting seat of the lower swing arm is provided with a mounting hole for fixing the solenoid valve. The solenoid valve is fixed at the mounting hole, and the air outlet of the solenoid valve extends into the vent hole of the base through the mounting hole.

[0006] Specifically, the mounting base of the lower swing arm is provided with at least one air intake channel that connects the cavity to the mounting hole, and the air intake port of the solenoid valve is connected to the cavity through the air intake channel.

[0007] Furthermore, at least one sealing ring is provided between the mounting base of the lower control arm and the mounting groove of the air spring.

[0008] Furthermore, the piston of the air spring is provided with an air chamber communicating with the air bag, and the air spring also includes an air nozzle fixed to the outside of the piston, and the piston is provided with an air passage communicating with the air chamber and the air nozzle.

[0009] Furthermore, the piston of the air spring is provided with a second annular protrusion extending axially on the side near the base, one end of the airbag is fixed to the outside of the second annular protrusion by a first clamp, and the other end of the airbag is fixed to the outside of the base by a second clamp.

[0010] Furthermore, the air spring also includes a metal protective cover snapped onto the outside of the airbag and a dust cover disposed between the piston and the metal protective cover. The piston has a third annular protrusion extending radially on the side away from the airbag. The top end of the dust cover snaps onto the third annular protrusion, and the bottom end of the dust cover snaps onto the outside of the top end of the metal protective cover.

[0011] Specifically, the air spring further includes a rubber protective cover disposed between the base and the airbag. The base has a fourth annular protrusion extending radially on the side away from the airbag. The bottom end of the rubber protective cover is engaged with the fourth annular protrusion, and the top end of the rubber protective cover is engaged with the outer side of the bottom end of the metal protective cover.

[0012] Furthermore, the piston of the air spring is movably connected to the longitudinal beam of the vehicle body via a bearing. The longitudinal beam of the vehicle body has a first annular protrusion extending along the axis on the side near the lower control arm, and the upper seat of the bearing is interference-fitted with the first annular protrusion of the longitudinal beam of the vehicle body. The piston of the air spring has an axially extending mounting protrusion on the side away from the base, and the lower seat of the bearing is interference-fitted with the mounting protrusion of the piston of the air spring.

[0013] Specifically, the first annular protrusion forms a first contact surface with the longitudinal beam of the vehicle body, the mounting protrusion of the air spring forms a second contact surface with the piston, and the bearing is clamped between the first contact surface and the second contact surface.

[0014] The beneficial effects of the air suspension structure provided by this invention are as follows: a cavity is provided inside the lower control arm, and an electromagnetic valve is added inside the cavity. The electromagnetic valve can control the flow of gas between the air spring and the cavity of the lower control arm, thereby not only realizing the adjustable stiffness of the air spring and improving the overall vehicle comfort, but also solving the problems of large radial dimensions, large space occupation, and large weight of existing air springs, making it easier to arrange the air spring between the vehicle body longitudinal beam and the lower control arm; by adding a cavity to the lower control arm, the radial support of the air spring can be reduced, causing the hard point of the cavity spring to move outward, increasing the leverage ratio, which can effectively improve the working efficiency of the air spring, thereby improving the overall vehicle performance. Attached Figure Description

[0015] Figure 1 This is a full sectional view of an air suspension structure provided by the present invention;

[0016] Figure 2 This is a partially enlarged view of the connection between the vehicle body longitudinal beam and the air spring in an air suspension structure provided by the present invention;

[0017] Figure 3 This is a partial enlarged view of the connection between the air spring and the lower control arm in an air suspension structure provided by the present invention.

[0018] In the diagram: 100 - air suspension structure;

[0019] 10-Longitudinal beam of vehicle body; 11-First annular protrusion; 12-First abutment surface; 13-Installation gap;

[0020] 20-Lower control arm, 21-Cavity, 22-Mounting base, 221-Mounting hole, 222-Intake passage;

[0021] 30-Air spring, 31-Piston, 311-Mounting protrusion, 312-Second contact surface, 313-Air chamber, 314-Air passage, 315-Second annular protrusion, 316-Third annular protrusion, 32-Base, 321-Mounting groove, 322-Ventilation hole, 323-Fourth annular protrusion, 33-Airbag, 331-First clamp, 332-Second clamp, 34-Air nozzle, 35-Metal protective cover, 36-Dust cover, 361-Top of dust cover, 362-Bottom of dust cover, 37-Rubber protective cover;

[0022] 40 - Bearing, 41 - Upper housing of bearing, 42 - Lower housing of bearing;

[0023] 50 - Solenoid valve, 51 - Solenoid valve outlet, 52 - Solenoid valve inlet;

[0024] 60 - Sealing ring. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0026] See Figures 1-3 This invention provides an air suspension structure 100. The air suspension structure 100 provided by this invention is as follows: Figure 1 As shown, the suspension includes an air spring 30, which is used in the vehicle body suspension structure to absorb the load generated between the vehicle body longitudinal beam 10 and the lower control arm 20. It can be used to adjust the relative height between the vehicle body longitudinal beam 10 and the lower control arm 20. The stiffness of the entire suspension can be adjusted by increasing and decreasing the air in the air spring 30 to improve the overall vehicle comfort.

[0027] Furthermore, the air spring 30 in the air suspension structure 100 provided by the present invention includes a piston 31, a base 32, and an airbag 33 fixed between the piston 31 and the base 32, all movably connected to the vehicle body longitudinal beam 10. The piston 31 is connected to the vehicle body longitudinal beam 10, and the base 32 of the air spring 30 is fixed to the lower control arm 20. The airbag 33 provides an elastic connection between the piston 31 and the base 32. The airbag 33 is a flexible tube that can undergo elastic deformation between the piston 31 and the base 32. By adjusting the flow rate of gas in the airbag 33, the stiffness of the entire air spring 30 can be well controlled.

[0028] Specifically, such as Figure 1 As shown, the piston 31 of the air spring 30 provided by the present invention has a second annular protrusion 315 extending axially on the side near the base 32. One end of the airbag 33 is fixed to the outer side of the second annular protrusion 315 by a first clamp 331, and the other end of the airbag 33 is fixed to the outer side of the base 32 by a second clamp 332. The second annular protrusion 315 on the side near the base 32 is a circular structure extending along the axial direction of the piston 31 towards the side of the base 32. The height of the second annular protrusion 315 should be greater than the width of the first clamp 331 to facilitate the first clamp 331 to engage with the outer circumferential surface of the second annular protrusion 315. One end of the flexible tube of the airbag 33 is fixed to the piston 31 by the first clamp 331, achieving a sealed and fixed connection between the airbag 33 and the piston 31. The other end of the flexible tube of the airbag 33 is directly fixed to the outside of the base 32 by a second clamp 332. The second clamp 332 surrounds the outer circumference of the base 32, achieving a sealed and fixed connection between the airbag 33 and the base 32. When the airbag 33 moves relative to the piston 31 and the base 32, it can compress the gas inside, thereby adjusting the overall stiffness of the air spring 30.

[0029] Furthermore, such as Figure 1 As shown, in the air suspension structure 100 provided by the present invention, a cavity 21 communicating with the air spring 30 is provided inside the lower control arm 20 connected to the bottom of the air spring 30. The size of the cavity 21 inside the lower control arm 20 is determined by the structure of the lower control arm 20 itself and the load that the lower control arm 20 needs to bear on the entire vehicle structure. The cavity 21 should be as large as possible while ensuring the stiffness and strength of the lower control arm 21. By providing a cavity 21 inside the lower control arm 20 and communicating the cavity 21 of the lower control arm 20 with the air spring 30, the gas capacity inside the air spring 30 is increased. By providing a cavity 21 inside the lower control arm 20, the outer diameter of the air spring 30 connected to it can be adaptively reduced, causing the hard point of the air spring 30 to move outward, thereby increasing the leverage ratio, improving the working efficiency of the air spring 30, and the overall vehicle comfort.

[0030] Furthermore, in the air suspension structure 100 provided by the present invention, the piston 31 of the air spring 30 is movably connected to the vehicle body longitudinal beam 10 via a bearing 40. The bearing 40 is disposed between the air spring 30 and the vehicle body longitudinal beam 10 to achieve the movable connection between them. The bearing 40 solves the problem of torsion caused by the rotation of the lower control arm 20, thereby reducing the risk of damage to the air spring 30 during vehicle operation.

[0031] Specifically, such as Figure 1 and Figure 2 As shown, the vehicle body longitudinal beam 10 has a first annular protrusion 11 extending along its axis on the side near the lower control arm 20. This first annular protrusion 11 extends towards the lower control arm 20 along the extension direction of the axis on which the air spring 30 is located. This first annular protrusion 11 forms a first annular protrusion 11 on the vehicle body longitudinal beam 10 for fixing the bearing 40. The upper seat 41 of the bearing 40, which is disposed between the vehicle body longitudinal beam 10 and the air spring 30, is interference-fitted with the first annular protrusion 11 of the vehicle body longitudinal beam 10. The upper seat 41 of the bearing 40 is pressed into the first annular protrusion 11 during assembly. Furthermore, a first abutment surface 12 is formed between the first annular protrusion 11 on the vehicle body longitudinal beam 10 and the vehicle body longitudinal beam 10, and the upper surface of the upper seat 41 of the bearing 40 is completely in contact with the first abutment surface 12. The radial position of the upper seat 41 of the bearing 40 is defined by the outer circumferential surface of the first annular protrusion 11, and the axial position of the upper seat 41 of the bearing 40 is defined by the first abutment surface 12.

[0032] Similarly, such as Figure 2As shown, the piston 31 of the air spring 30 has an axially extending mounting protrusion 311 on the side away from the base 32. The piston 31 has a mounting protrusion 311 formed on its end face near the vehicle body longitudinal beam 10, allowing the bearing 40 to be mounted. The top surface of the piston 31 with the mounting protrusion 311 extends towards the vehicle body longitudinal beam 10 along the axis of the air spring 30's mounting direction. The lower seat 42 of the bearing 40, located between the vehicle body longitudinal beam 10 and the air spring 30, is interference-fitted with the mounting protrusion 311 of the piston 31 of the air spring 30. During assembly, the lower seat 42 of the bearing 40 is pressed into the mounting protrusion 311 of the piston 31. Furthermore, a second abutment surface 312 is formed between the mounting protrusion 311 on the piston 31 of the air spring 30 and the piston 31, and the lower surface of the lower seat 42 of the bearing 40 completely conforms to the second abutment surface 312. The bearing 40, located between the vehicle body longitudinal beam 10 and the air spring 30, is clamped between a first abutment surface 12 and a second abutment surface 312. The radial position of the lower seat 42 of the bearing 40 is defined by the mounting protrusion 311 of the piston 31, and the axial position of the lower seat 42 of the bearing 40 is defined by the second abutment surface 312. Furthermore, as... Figure 2 As shown, when the bearing 40 is fixed between the body longitudinal beam 10 and the air spring 30, there is still an installation gap 13 between the mounting protrusion 311 of the piston 31 of the air spring 30 and the first annular protrusion 11 of the body longitudinal beam 10. This installation gap 13 ensures that there is sufficient installation space when the air spring 30 and the body longitudinal beam 10 are connected, and provides reasonable room for the bearing 40 to move.

[0033] Furthermore, in the air suspension structure 100 provided by the present invention, a solenoid valve 50 is provided in the cavity 21 of the lower control arm 20 for controlling the gas flow between the air spring 30 and the cavity 21 of the lower control arm 20. This solenoid valve 50 is located at the connection between the lower control arm 20 and the air spring 30, and is used to regulate and control the gas flow between the air 21 of the lower control arm 20 and the air spring 30, thereby achieving adjustable and controllable gas flow inside the air spring 30. When higher stiffness is required in the air spring 30, the solenoid valve 50 can be used to input gas from the cavity 21 of the lower control arm 20 into the air spring 30, thereby increasing the stiffness of the air spring 30. When lower stiffness is required in the air spring 30, the solenoid valve 50 can be used to release gas from the air spring 30 into the cavity 21 of the lower control arm 20, thus weakening the stiffness of the air spring 30. Setting the solenoid valve 50 in the cavity 21 of the lower control arm 20 can also avoid the solenoid valve 50 occupying the space of the air spring 30, minimize the increase in the volume of the air spring 30 due to the added solenoid valve 50, and make it more conducive to the arrangement of the air spring 30 in the vehicle body structure.

[0034] Furthermore, such as Figure 1 and Figure 3As shown, in the air suspension structure 100 provided by the present invention, the base 32 of the air spring 30 is provided with a mounting groove 321 for connecting with the lower control arm 20. The lower control arm 20 is provided with a mounting seat 22 for connecting with the air spring 30 on the side near the vehicle longitudinal beam 10. The mounting groove 321 of the base 32 of the air spring 30 is fitted onto the mounting seat 22 of the lower control arm 20. To ensure a stable connection between the air spring 30 and the lower control arm 20, the lower control arm 20 is provided with a mounting seat 22 on the side near the vehicle longitudinal beam 10 for fixing the air spring 30. Correspondingly, the base 32 of the air spring 30 is provided with a mounting groove 321 fitted onto the mounting seat 22. When the air spring 30 is installed, the mounting groove 321 of the base 32 is fitted onto the mounting seat 22, and the top surface of the mounting seat 22 of the lower control arm 20 abuts against the top surface of the mounting groove 321 of the base 32.

[0035] Specifically, such as Figure 3 As shown, at least one sealing ring 60 is provided between the mounting base 22 of the lower control arm 20 and the mounting groove 321 of the air spring 30. In this embodiment, two O-rings are provided between the mounting base 22 and the mounting groove 321, which serve to fix and seal the air spring 30 and the lower control arm 20.

[0036] Furthermore, such as Figure 1 As shown, in the air suspension structure 100 provided by the present invention, the base 32 of the air spring 30 is provided with a vent 322 that connects the airbag 33 and the mounting groove 321. The vent 322 is provided on the base 32 of the air spring 30, connecting the mounting groove 321 at the bottom of the base 32 for connecting the lower control arm 20 and the airbag 33 above the base 32, so that the gas in the airbag 33 can enter the cavity 21 of the lower control arm 20 along the vent 322, and the gas in the cavity 21 of the lower control arm 20 can also enter the airbag 33 through the vent 322, realizing gas flow between the airbag 33 and the cavity 21 of the lower control arm 20.

[0037] like Figure 1As shown, the mounting base 22 of the lower swing arm 20 is provided with a mounting hole 221 for fixing the solenoid valve 50. The solenoid valve 50 is fixed at the mounting hole 221, and the air outlet 51 of the solenoid valve 50 extends into the vent hole 322 of the base 32 through the mounting hole 221. The solenoid valve 50 is provided on the mounting base 22 of the lower swing arm 20, and the mounting hole 221 on the mounting base 22 is a connecting hole with internal threads. The solenoid valve 50 is fixed in the mounting hole 221 of the mounting base 22 by screwing. The air outlet 51 of the solenoid valve 50 extends from the mounting hole 221 of the lower swing arm 20 into the vent hole 322 of the base 32, so that the air outlet 51 of the solenoid valve 50 can transmit the air in the cavity 21 of the lower swing arm 20 to the air bag 33 of the air spring 30 through the vent hole 322, and can also draw the gas in the air bag 33 into the cavity 21 of the lower swing arm 20 through the vent hole 322, thereby realizing the control of gas flow.

[0038] Specifically, such as Figure 3 As shown, the mounting base 22 of the lower swing arm 20 is provided with at least one air intake channel 222 connecting the cavity 21 and the mounting hole 221. The air intake port 52 of the solenoid valve 50 is connected to the cavity 21 through the air intake channel 222. In this embodiment, two symmetrically arranged air intake channels 222 are provided on the mounting base 22 of the lower swing arm 20, and two air intake ports 52 are provided on the side of the solenoid valve 50. Each air intake port 52 is correspondingly provided with an air intake channel 222 connected to it. One end of the air intake channel 222 is connected to the mounting hole 221 of the mounting base 22 of the lower swing arm 20, and the other end of the air intake channel 222 is connected to the cavity 21 of the lower swing arm 20, realizing the communication between the gas in the cavity 21 and the solenoid valve 50. The solenoid valve 50 has two air outlets 52, which allows it to not only open and close the gas passage between the cavity 21 of the lower control arm 20 and the airbag 33, but also regulate the gas flow rate between the cavity 21 and the airbag 33. The flow rate at the outlets 51 can be adjusted by controlling the amount of gas entering the solenoid valve 50 through the two intake channels 222. The outlets 51 of the solenoid valve 50 are connected to the airbag 33 of the air spring 30 through vent holes 322, allowing the solenoid valve 50 to not only open the gas flow passage, allowing gas from the cavity 21 to enter the airbag 33, but also to control the amount of gas entering the airbag 33 per unit time. The solenoid valve 50 allows adjustment of the amount of gas in the airbag 33 within the cavity spring 30, causing the stiffness of the air spring 30 to change with the amount of gas inside. This allows for adjustment of the air spring 30's stiffness based on road conditions and actual needs during vehicle operation, improving overall vehicle comfort. Furthermore, as... Figure 3As shown, the air intake channel 222 on the mounting base 22 of the lower control arm 20 has a sealing ring on one side of the mounting hole 221 to ensure the sealing requirements between the air intake channel 222 and the mounting hole 221. At the same time, multiple sealing rings are also provided between the solenoid valve 50 in the mounting hole 221 of the lower control arm 20 and the mounting hole 221 for sealing between the solenoid valve 50 and the lower control arm 20.

[0039] Furthermore, such as Figure 1 As shown, the air spring 30 in the air suspension structure 100 provided by the present invention has an air chamber 313 on its piston 31 that communicates with the air bladder 33. The air chamber 313 communicates with the air bladder 33 at the bottom of the piston 31, forming an aperture for gas storage. The air spring 30 also includes an air nozzle 34 fixed to the outside of the piston 31, and the piston 31 has an air passage 314 that communicates the air chamber 313 with the air nozzle 34. Gas can be filled into the air spring 30 through the air nozzle 34, and external gas enters the air passage 314 of the piston 31 through the air nozzle 34, and then enters the air chamber 313 inside the piston 31. The air chamber 313 communicates with the air bladder 33.

[0040] Furthermore, the air spring 30 also includes a metal protective cover 35 that is snapped onto the outside of the airbag 33. In this embodiment, the airbag 33 is a flexible corrugated tube, and the metal protective cover 35 is sleeved on the outside of the airbag 33 and snapped onto the corrugated surface of the airbag 33, providing effective rigid support for the airbag 33 and also protecting the airbag 33, minimizing the intrusion of external foreign objects into the airbag 33.

[0041] Meanwhile, the air spring 30 also includes a dust cover 36 disposed between the piston 31 and the metal protective cover 35. The dust cover 36 has a wavy cross-section, allowing it to elastically deform as the piston 31 moves relative to the base 32. To better fix the dust cover 36 to the piston 31, the piston 31 has a radially extending third annular protrusion 316 on the side away from the airbag 33. This third annular protrusion 316 provides a fixed support unit for the dust cover 36, facilitating the fixation of its ends. The top of the dust cover 36 is engaged with the third annular protrusion 316, and the bottom of the dust cover 36 is engaged with the outer top of the metal protective cover 35. Whether the dust cover 36 is fixedly connected to the third annular protrusion 316 or the metal protective cover 35, it is fixed relative to the metal protective cover 35 using clamps. The third annular protrusion 316 provides a good support surface for the clamp, which can effectively fix the top of the dust cover 36. The bottom of the dust cover 36 is also directly fixed to the top of the metal protective cover 35 by the clamp. The clamp fits the dust cover 36 on the outside of the metal protective cover 35, so that the protective cover 36 can effectively protect the connection between the airbag 33 and the piston 31, preventing external dust, moisture and impurities from entering the connection between the airbag 33 and the piston 31, and reducing the corrosion of the piston 31 and the airbag 33 by external impurities.

[0042] Specifically, such as Figure 1 As shown, the air spring 30 also includes a rubber protective cover 37 disposed between the base 32 and the airbag 33. The rubber protective cover 37 is located between the base 32 and the metal protective cover 35. The rubber protective cover 37 and the dust cover 36 are located at the upper and lower ends of the metal protective cover 35, respectively. The rubber protective cover 37 protects the connection between the base 32 and the airbag 33. The base 32 has a radially extending fourth annular protrusion 323 on the side away from the airbag 33. This fourth annular protrusion 323 is located on the side of the base 32 near the lower swing arm 20, and it is a protrusion arranged radially along the base 32, effectively supporting the fixing of the rubber protective cover 37 and ensuring that the bottom of the rubber protective cover 37 can be effectively fixed to the base 32 by clamps. The bottom end of the rubber protective cover 37 is engaged with the fourth annular protrusion 323, and the top end of the rubber protective cover 37 is engaged with the outer side of the bottom end of the metal protective cover 35. The rubber protective cover 37 is fixed with clamps at both the top and bottom. The fourth annular protrusion 323 has a better fixing support surface, which makes the connection between the rubber protective cover 37 and the base 32 more reliable.

[0043] The air suspension structure 100 provided by this invention has a bearing 40 connecting the vehicle body longitudinal beam 10 and the air spring 30, which can effectively prevent the airbag 33 of the air spring 30 from twisting or even being damaged due to the rotation of the lower control arm 20. Furthermore, a cavity 21 is provided inside the lower control arm 20, and an electromagnetic valve 50 is added inside the cavity 21. The electromagnetic valve 50 can control the flow of gas between the air spring 30 and the cavity 21 of the lower control arm 20. This not only enables the air spring 30 to be adjusted in stiffness, improving the overall vehicle comfort, but also solves the problems of large radial dimensions, large space occupation, and large weight of existing air springs 30. This allows for easier arrangement of the air spring 30 between the vehicle body longitudinal beam 10 and the lower control arm 20. By adding the cavity 21 of the lower control arm 20, the radial support of the air spring 30 can be reduced, causing the hard point of the spring in the cavity 21 to move outward, increasing the leverage ratio, which can effectively improve the working efficiency of the air spring 30, thereby improving the overall vehicle performance.

[0044] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An air suspension structure comprising an air spring, characterized by, The air spring includes a piston movably connected to the vehicle body longitudinal beam, a base, and an air bladder fixed between the piston and the base. The base of the air spring is fixed to the lower control arm. The lower control arm has a cavity communicating with the air spring. A solenoid valve for controlling the gas flow between the air spring and the cavity of the lower control arm is provided in the cavity of the lower control arm. The base of the air spring has a mounting groove for connecting to the lower control arm. The lower control arm has a mounting seat for connecting to the air spring on the side near the vehicle body longitudinal beam. The mounting groove of the air spring base is fitted onto the mounting seat of the lower control arm, and the air bladder surrounds the mounting groove. The base of the air spring is provided with a vent hole that connects the air bag to the mounting groove. The mounting seat of the lower swing arm is provided with a mounting hole for fixing the solenoid valve. The solenoid valve is fixed at the mounting hole, and the air outlet of the solenoid valve is connected to the air bag through the vent hole.

2. The air suspension structure as described in claim 1, characterized in that, The air outlet of the solenoid valve extends from the mounting hole into the vent hole of the base.

3. An air suspension structure as described in claim 2, characterized in that, The mounting base of the lower swing arm is provided with at least one air intake channel that connects the cavity to the mounting hole, and the air intake port of the solenoid valve is connected to the cavity through the air intake channel.

4. An air suspension structure as described in claim 1, characterized in that, At least one sealing ring is provided between the mounting base of the lower control arm and the mounting groove of the air spring.

5. An air suspension structure as described in claim 1, characterized in that, The air spring has an air chamber on its piston that communicates with the air bag, and the air spring also includes an air nozzle fixed to the outside of the piston. The piston has an air passage that communicates the air chamber with the air nozzle.

6. An air suspension structure as described in claim 1, characterized in that, The piston of the air spring has a second annular protrusion extending axially on the side near the base. One end of the airbag is fixed to the outside of the second annular protrusion by a first clamp, and the other end of the airbag is fixed to the outside of the base by a second clamp.

7. An air suspension structure as described in claim 1, characterized in that, The air spring also includes a metal protective cover snapped onto the outside of the airbag and a dust cover disposed between the piston and the metal protective cover. The piston has a third annular protrusion extending radially on the side away from the airbag. The top end of the dust cover snaps onto the third annular protrusion, and the bottom end of the dust cover snaps onto the outside of the top end of the metal protective cover.

8. An air suspension structure as described in claim 7, characterized in that, The air spring also includes a rubber protective cover disposed between the base and the airbag. The base has a fourth annular protrusion extending radially on the side away from the airbag. The bottom end of the rubber protective cover is engaged with the fourth annular protrusion, and the top end of the rubber protective cover is engaged with the outer side of the bottom end of the metal protective cover.

9. An air suspension structure as described in any one of claims 1-8, characterized in that, The piston of the air spring is movably connected to the longitudinal beam of the vehicle body via a bearing. The longitudinal beam of the vehicle body has a first annular protrusion extending along the axis on the side near the lower control arm. The upper seat of the bearing is interference-fitted with the first annular protrusion of the longitudinal beam of the vehicle body. The piston of the air spring has an axially extending mounting protrusion on the side away from the base. The lower seat of the bearing is interference-fitted with the mounting protrusion of the piston of the air spring.

10. An air suspension structure as described in claim 9, characterized in that, The first annular protrusion forms a first contact surface with the longitudinal beam of the vehicle body, the mounting protrusion of the air spring forms a second contact surface with the piston, and the bearing is clamped between the first contact surface and the second contact surface.

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