Air spring vibration reduction system, vehicle, and air spring vibration reduction system control method

Abstract

The present application relates to the technical field of air springs and provides an air spring vibration damping system, a vehicle, and a control method for an air spring vibration damping system. The air spring vibration damping system includes an airbag, an upper end cover, and a lower end cover that together form a chamber. It also includes a shock absorber and an isolation block located in the chamber. One end of the shock absorber is connected to the upper end cover and the other end is connected to the lower end cover. The isolation block divides the chamber into a spring chamber and a cooling chamber. The cooling chamber is arranged around at least a portion of the outer periphery of the shock absorber. A first channel is provided on the lower end cover. One end of the first channel is connected to the cooling chamber and the other end is connected to a cooling medium. The cooling medium can enter the chamber to reduce the temperature of the air in the chamber. In this way, the low-temperature air in the cooling chamber can cool the shock absorber to reduce or avoid damping force temperature decay or seal failure and oil leakage due to excessive temperature, thereby effectively improving the stability and durability of the shock absorber.

Description

Technical Field

[0001] The present application relates to the technical field of air springs, and in particular to an air spring vibration reduction system, a vehicle, and a method for controlling the air spring vibration reduction system. Background Art

[0002] An air spring is a retractable, sealed container filled with compressed air, which acts as a spring using the elastic force of air. It is commonly used in vehicle suspensions to cushion road vibrations or impacts. Specifically, an air spring is typically connected to the vehicle frame at one end and to the vehicle body (i.e., the passenger compartment) at the other. When uneven road surfaces cause the axle to vibrate, the air spring's damping system absorbs the shockwaves, thereby reducing or preventing vibrations in the vehicle body and effectively improving vehicle comfort.

[0003] Typically, an air spring consists of a tubular airbag, an upper end cap, a lower end cap, and a shock absorber. The upper and lower end caps are located at either end of the airbag, forming a chamber. The shock absorber is located within the chamber, with its ends connected to the upper and lower end caps. During operation, the relative movement between the piston rod and the working cylinder in the shock absorber generates heat. The location of the shock absorber within the airbag chamber reduces the shock absorber's heat dissipation, leading to damping force decay due to temperature or oil leakage due to seal failure, thus affecting the shock absorber's stability and durability. Summary of the Invention

[0004] The present application provides an air spring vibration reduction system, a vehicle, and an air spring vibration reduction system control method, which can cool the shock absorber to reduce or avoid the shock absorber's damping force temperature decay or seal failure and oil leakage due to excessive temperature, and can effectively improve the stability and durability of the shock absorber's operation.

[0005] One aspect of the present application provides an air spring vibration reduction system, comprising an airbag and an upper end cover and a lower end cover connected to both ends of the airbag, wherein the airbag, the upper end cover and the lower end cover together enclose a chamber;

[0006] Also included is a vibration damper located in the chamber, one end of the vibration damper is connected to the upper end cover, and the other end of the vibration damper is connected to the lower end cover;

[0007] Also included is an isolation block located in the chamber, the isolation block being located between the outer wall of the shock absorber and the inner wall of the lower end cover, and the isolation block dividing the chamber into a spring chamber and a cooling chamber, the cooling chamber being arranged around at least a portion of the outer circumference of the shock absorber;

[0008] The lower end cover is further provided with a first channel, one end of the first channel is communicated with the cooling chamber, and the other end of the first channel is communicated with the cooling medium.

[0009] The present embodiment provides a first channel connected to a cooling chamber within the air spring damping system, allowing external cooling medium to enter the cooling chamber to reduce the temperature of the air within the cooling chamber. The low-temperature air within the cooling chamber cools the shock absorber, reducing or preventing damping force temperature decay or seal failure and oil leakage due to overheating, thereby effectively improving the operational stability and durability of the shock absorber.

[0010] In a possible implementation, a solenoid valve is further included, wherein the solenoid valve is connected in series with the first channel, and the cooling medium is communicated with the first channel when the solenoid valve is opened.

[0011] In a possible implementation, a controller is further included. The controller is connected to the solenoid valve signal, and the controller is used to control the opening and closing of the solenoid valve.

[0012] In a possible implementation, a temperature sensor is further included, wherein the temperature sensor is located on the shock absorber and is signal-connected to the controller;

[0013] The temperature sensor is used to measure the temperature of the shock absorber and transmit the measured temperature to the controller. The controller is used to control the opening or closing of the solenoid valve according to the temperature measured by the temperature sensor.

[0014] In a possible implementation, the device further includes a second channel opened on the lower end cover, wherein the second channel is connected to the cooling chamber;

[0015] The cooling medium enters the cooling chamber through the first channel, and the gas in the cooling chamber is discharged through the second channel.

[0016] In a possible implementation, a heat conducting member is further included. The heat conducting member is located in the cooling chamber and is arranged around the outer periphery of the vibration absorber.

[0017] In one possible implementation, the heat conducting member is a hollow structure.

[0018] A second aspect of the present application provides a vehicle comprising a vehicle frame, a passenger compartment and any of the above-described air spring vibration damping systems, wherein the lower end cover of the air spring vibration damping system is connected to the vehicle frame, and the upper end cover of the air spring vibration damping system is connected to the passenger compartment.

[0019] A third aspect of the present application provides a control method for an air spring vibration reduction system, wherein the air spring vibration reduction system includes a vibration reducer and a cooling chamber, wherein the vibration reducer is at least partially located in the cooling chamber;

[0020] It also includes a solenoid valve, a temperature sensor and a controller, wherein the solenoid valve is in communication with the cooling chamber and the cooling medium, the temperature sensor is disposed on the shock absorber, and both the solenoid valve and the temperature sensor are in signal connection with the controller;

[0021] The method comprises:

[0022] The temperature sensor measures the temperature of the shock absorber and obtains the measured temperature;

[0023] The temperature sensor transmits the measured temperature to the controller;

[0024] The controller controls the opening or closing of the solenoid valve according to the relationship between the measured temperature and a preset temperature.

[0025] In one possible implementation, the controller controls the opening or closing of the solenoid valve according to the relationship between the measured temperature and a preset temperature, including:

[0026] When the measured temperature is less than or equal to the preset temperature, the controller closes the solenoid valve;

[0027] When the measured temperature is greater than the preset temperature, the controller opens the solenoid valve. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] To more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0029] Figure 1 A schematic structural diagram of an air spring vibration reduction system provided in an embodiment of the present application;

[0030] Figure 2 A cross-sectional view of an air spring vibration reduction system provided in an embodiment of the present application;

[0031] Figure 3 A schematic diagram of signal control of an air spring vibration reduction system provided in an embodiment of the present application;

[0032] Figure 4 A schematic diagram of the structure of a heat conducting member provided in an air spring vibration reduction system according to an embodiment of the present application;

[0033] Figure 5 This is a flow chart of a method for controlling an air spring vibration reduction system provided in an embodiment of the present application.

[0034] Reference numerals

[0035] 100-Air spring vibration reduction system;

[0036] 110-airbag;

[0037] 111-chamber;

[0038] 1111-spring chamber;

[0039] 1112-cooling chamber;

[0040] 120-upper end cover;

[0041] 130-lower end cover;

[0042] 131-First channel;

[0043] 132-Second channel;

[0044] 133-spring chamber air supply channel;

[0045] 140- shock absorber;

[0046] 150-isolation block;

[0047] 160-solenoid valve;

[0048] 170-temperature sensor;

[0049] 180-heat conducting parts;

[0050] 190-Controller. DETAILED DESCRIPTION

[0051] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0052] The present invention provides an air spring damping system and a vehicle including the air spring damping system, wherein the vehicle can be a car, a bus, or a truck. For example, the vehicle can be any one of an electric vehicle (EV), a pure electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range-extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), a new energy vehicle, and a fuel vehicle.

[0053] The vehicle may include a frame and a passenger compartment disposed on the frame. The passenger compartment may include a driver's seat, a passenger seat, and rear seats. The driver may sit in the driver's seat to drive the vehicle, while other passengers may sit in the passenger seat and rear seats. An air spring damping system may be located between the frame and the passenger compartment to provide a cushioning effect between the passenger compartment and the frame.

[0054] Currently, the shock absorber is located within the air spring chamber, with minimal exposure to air, which reduces the absorber's heat dissipation. During air spring operation, the relative motion between the piston rod and cylinder generates heat. This heat, trapped within the chamber, is difficult to dissipate effectively, reducing the absorber's heat dissipation. This can lead to damping force decay over time, seal failure, and oil leakage, compromising the absorber's stability and durability.

[0055] To address the aforementioned issues, embodiments of the present application provide an air spring damping system. By providing an inlet channel connected to a chamber within the air spring damping system, an external cooling medium can enter the chamber to reduce the temperature of the air within the chamber. The low-temperature air within the chamber can then cool the damper, reducing or preventing damping force temperature decay or seal failure and oil leakage due to excessive temperature, thereby effectively improving the operational stability and durability of the damper.

[0056] The air spring provided in the embodiment of the present application is described in detail below with reference to the accompanying drawings.

[0057] Figure 1 This is a schematic diagram of the structure of an air spring vibration reduction system provided in an embodiment of the present application. Figure 2 A cross-sectional view of an air spring vibration reduction system provided in an embodiment of the present application.

[0058] The embodiment of the present application provides an air spring vibration reduction system 100, which can be applied to a vehicle. Figure 1 and Figure 2 As shown, the air spring damping system 100 may include an airbag 110 and an upper end cover 120 and a lower end cover 130 connected to both ends of the airbag 110 . The airbag 110 , the upper end cover 120 and the lower end cover 130 may be collectively arranged to form a chamber 111 .

[0059] The upper end cap 120 can be connected to the passenger compartment of the vehicle, and the lower end cap 130 can be connected to the vehicle frame. When the vehicle frame vibrates due to uneven road conditions, the distance between the upper end cap 120 and the lower end cap 130 of the air spring changes, causing the airbag 110 to deform, thereby changing the size of the cavity and allowing the air inside to absorb the vibration.

[0060] The air spring vibration damping system 100 may further include a shock absorber 140 located in the chamber 111. One end of the shock absorber 140 may be connected to the upper end cover 120, and the other end may be connected to the lower end cover 130. The shock absorber 140 may include a cylinder body and a piston rod. For example, the piston rod may be connected to the upper end cover 120, and the cylinder body may be connected to the lower end cover 130. The piston rod may reciprocate relative to the cylinder body, thereby driving the upper end cover 120 to move to change the size of the chamber 111.

[0061] Among them, there can be a spring chamber air supply channel 133 on the lower end cover 130, one end of the spring chamber air supply channel 133 can be connected to the chamber 111, and the other end can be connected to the height valve (not shown in the figure), and the spring chamber air supply channel 133 can be used to inflate or deflate the chamber 111.

[0062] For example, the degree of compression of airbag 110 varies depending on the number of passengers in the vehicle. When there are more passengers in the vehicle, airbag 110 is subjected to greater pressure and compression, causing the height of airbag 110 to fall below the design standard height. In this case, the height valve can inflate air into chamber 111 through spring chamber air supply channel 133, increasing the height of airbag 110 and maintaining it at the design standard height.

[0063] Conversely, when there are fewer passengers in the vehicle, the pressure on airbag 110 is also lower, resulting in less compression, and the height of airbag 110 is higher than the design standard height. In this case, the height valve can release air into chamber 111 through spring chamber air supply channel 133 to lower the height of airbag 110, maintaining the height of airbag 110 at the design standard height.

[0064] This can keep the height of the airbag 110 within a reasonable range, which helps to improve the riding comfort of the user.

[0065] Continue to see Figure 2 As shown, the air spring damping system 100 may further include an isolation block 150 located in the chamber 111. The isolation block 150 may be located between the outer wall of the shock absorber 140 and the inner wall of the lower end cover 130. The isolation block 150 may divide the chamber 111 into a spring chamber 1111 and a cooling chamber 1112. The cooling chamber 1112 may be arranged around at least a portion of the outer periphery of the shock absorber 140.

[0066] A first channel 131 may also be provided on the lower end cover 130. One end of the first channel 131 may be connected to the cooling chamber 1112, and the other end may be connected to a cooling medium. For example, the cooling medium may be cooling air, coolant, or the like. In the embodiment of the present application, the cooling medium is cooling air. For example, the other end of the first channel 131 may be connected to an air tank in the vehicle's braking system, or the other end of the first channel 131 may be connected to the vehicle's air conditioning system.

[0067] When the shock absorber 140 generates heat during operation, an external cooling medium may enter the chamber 111 of the airbag 110 through the first channel 131 to reduce the temperature of the air in the chamber 111 , thereby cooling the shock absorber 140 .

[0068] In the embodiment of the present application, a first channel 131 connected to the cooling chamber 1112 is provided in the air spring damping system 100, so that an external cooling medium can enter the cooling chamber 1112 to reduce the temperature of the air in the cooling chamber 1112. In this way, the low-temperature air in the cooling chamber 1112 can cool the shock absorber 140, thereby reducing or avoiding sealing failure or oil leakage of the shock absorber 140 due to excessive temperature, thereby effectively improving the reliability and stability of the shock absorber 140.

[0069] Furthermore, in the embodiment of the present application, by dividing the chamber 111 of the airbag 110 into a spring chamber 1111 and a cooling chamber 1112 that are independent of each other, the spring chamber 1111 can be used to absorb the impact generated by vehicle vibration to provide a buffer between the vehicle frame and the passenger compartment.

[0070] The cooling chamber 1112 is connected to the cooling gas through the first channel 131, and can cool the shock absorber 140. This makes the cooling chamber 1112 independent of the working chamber 111 of the air spring vibration reduction system 100, preventing the cooling medium from entering the airbag 110 and affecting the normal operation of the air spring vibration reduction system 100, thereby improving the reliability and stability of the operation of the air spring vibration reduction system 100.

[0071] Continue to see Figure 2 As shown, the air spring damping system 100 may further include a solenoid valve 160 . The solenoid valve 160 may be connected in series with the first channel 131 . The cooling medium may communicate with the first channel 131 when the solenoid valve 160 is opened.

[0072] For example, the solenoid valve 160 can be connected in series with the outlet of the air tank in the vehicle's brake system. When the solenoid valve 160 is opened, the gas in the air tank can enter the cooling chamber 1112 through the solenoid valve 160 and the first channel 131, thereby cooling the shock absorber 140 in the cooling chamber 1112. For example, when the ambient temperature is high or the road conditions are poor, the shock absorber's heat dissipation rate is low and the heat generation power is high, requiring thermal equilibrium to be achieved at a higher temperature. In this case, the solenoid valve 160 can be opened to allow the gas in the air tank to enter the cooling chamber 1112 through the solenoid valve 160 and the first channel 131, thereby cooling the shock absorber 140 in the cooling chamber 1112.

[0073] When the ambient temperature is low and the road conditions are good, the heat generated by the shock absorber is low, and thermal equilibrium can be achieved at a lower temperature point, eliminating the need for forced heat dissipation and cooling of the shock absorber 140. At this point, the solenoid valve 160 can be closed to disconnect the cooling chamber 1112 from the gas tank, preventing the gas in the gas tank from entering the cooling chamber 1112.

[0074] For example, in the embodiment of the present application, the air spring damping system 100 may further include a controller 190 (refer to Figure 3 As shown, controller 190 can be signal-connected to solenoid valve 160, controlling the opening and closing of solenoid valve 160. For example, when the ambient temperature is high or road conditions are poor, the shock absorber generates a high amount of heat, requiring cooling of shock absorber 140. In this case, controller 190 can open solenoid valve 160, allowing gas from the gas storage tank to enter cooling chamber 1112 through solenoid valve 160 and first channel 131, thereby cooling shock absorber 140 within cooling chamber 1112.

[0075] When the ambient temperature is low and the road conditions are good, the heat generated by the shock absorber is low, and no heat dissipation is required for cooling the shock absorber 140. In this case, the controller 190 can close the solenoid valve 160 to disconnect the cooling chamber 1112 from the gas tank, preventing the gas in the gas tank from entering the cooling chamber 1112.

[0076] Figure 3 A schematic diagram of signal control of an air spring vibration reduction system provided in an embodiment of the present application.

[0077] Continue to see Figure 2 As shown, the air spring damping system 100 may further include a temperature sensor 170. The temperature sensor 170 may be located on the damper 140. Figure 3 As shown, the temperature sensor 170 can be connected to the controller 190. The temperature sensor 170 can be used to measure the temperature of the shock absorber 140 and transmit the measured temperature to the controller 190. The controller 190 can control the opening or closing of the solenoid valve 160 according to the temperature measured by the temperature sensor 170.

[0078] For example, see Figure 3 As shown, a preset temperature can be set in the controller 190. When the temperature measured by the temperature sensor 170 received by the controller 190 is greater than the preset temperature, it indicates that the temperature of the shock absorber 140 is high and needs to be cooled. At this time, the controller 190 can open the solenoid valve 160 through a control instruction so that the gas in the air tank in the brake system can enter the cooling chamber 1112 through the solenoid valve 160 and the first channel 131, thereby exchanging heat with the shock absorber 140 in the cooling chamber 1112 to cool the shock absorber 140 in the cooling chamber 1112.

[0079] When the temperature measured by temperature sensor 170 and received by controller 190 is less than or equal to a preset temperature, it indicates that the shock absorber temperature is low and shock absorber 140 does not need to dissipate heat or cool down. In this case, controller 190 can close solenoid valve 160 through a control command to disconnect cooling chamber 1112 from the gas tank, preventing gas in the gas tank from entering cooling chamber 1112.

[0080] For example, the preset temperature may be 70°C. That is, when the temperature detected by the temperature sensor 170 is greater than 70°C, the controller 190 may open the solenoid valve 160 to cool the shock absorber 140. When the temperature detected by the temperature sensor 170 is less than or equal to 70°C, the controller 190 may close the solenoid valve 160 to stop cooling the shock absorber 140.

[0081] In this way, the shock absorber 140 can be cooled automatically. When the temperature of the shock absorber 140 is high, the shock absorber 140 can be cooled in time, thereby improving the accuracy of cooling the shock absorber 140, avoiding energy waste, and preventing the shock absorber 140 from malfunctioning due to failure to cool the shock absorber 140 in time, which is beneficial to improving the protection of the shock absorber 140.

[0082] Continue to see Figure 2As shown, the air spring vibration reduction system 100 may further include a second channel 132 opened above the lower end cover 130. The second channel 132 may be connected to the cooling chamber 1112. After the cooling gas enters the cooling chamber 1112 through the first channel 131, the gas in the cooling chamber 1112 may be discharged through the second channel 132 to achieve heat exchange, thereby cooling the shock absorber 140.

[0083] This can keep the air pressure in the cooling chamber 1112 stable, reduce or prevent the cooling gas from entering the cooling chamber 1112 and increasing the internal pressure of the cooling chamber 1112, and help improve the stability of the pressure inside the cooling chamber 1112. Moreover, by achieving heat exchange with the outside through the second channel 132, the cooling effect on the shock absorber 140 can also be improved.

[0084] Figure 4 A schematic structural diagram of a heat conducting member provided in an air spring vibration reduction system according to an embodiment of the present application.

[0085] Continue to see Figure 2 As shown, the air spring damping system 100 may further include a heat conducting member 180, Figure 4 As shown, the heat conductor 180 can be located in the cooling chamber 1112 and can be disposed around the outer periphery of the vibration damper 140. The heat conductor 180 can have a hollow structure. For example, the heat conductor 180 can be spiral-shaped. The heat generated by the vibration damper 140 can be transferred to the heat conductor 180, and the heat conductor 180 can come into contact with the air in the cooling chamber 1112 to achieve heat exchange. The hollow structure of the heat conductor 180 has a larger contact area with the air, which can improve the heat exchange efficiency between the heat conductor 180 and the cooling gas.

[0086] Figure 5 This is a flow chart of a method for controlling an air spring vibration reduction system provided in an embodiment of the present application.

[0087] The embodiment of the present application can also provide a method for controlling the air spring vibration reduction system 100, which can control the above-mentioned air spring vibration reduction system 100. Figure 5 As shown, this method can include:

[0088] S101 : The temperature sensor 170 measures the temperature of the shock absorber 140 and obtains the measured temperature.

[0089] S102 : The temperature sensor 170 transmits the measured temperature to the controller 190 .

[0090] S103: The controller 190 controls the opening or closing of the solenoid valve 160 according to the relationship between the measured temperature and the preset temperature.

[0091] For example, while the air spring is operating, temperature sensor 170 can measure the temperature of shock absorber 140 to obtain a measured temperature. When measuring the temperature of shock absorber 140, temperature sensor 170 can transmit the measured temperature to controller 190 in real time. Controller 190 can control the opening and closing of solenoid valve 160 based on the relationship between the measured temperature and a preset temperature, thereby switching the shock absorber 140 to a cooling state.

[0092] For example, the controller 190 controls the opening or closing of the solenoid valve 160 according to the relationship between the measured temperature and the preset temperature in step S103, which may specifically include:

[0093] When the measured temperature is less than or equal to the preset temperature, the controller 190 closes the solenoid valve 160 .

[0094] When the measured temperature is greater than the preset temperature, the solenoid valve 160 is controlled to open.

[0095] For example, the preset temperature may be 70°. When the measured temperature is less than or equal to the preset temperature of 70°, the controller 190 may close the solenoid valve 160 to stop inputting the cooling medium into the cooling chamber 1112 .

[0096] When the measured temperature is greater than the preset temperature of 70°, the controller 190 can open the solenoid valve 160 to allow the cooling gas in the vehicle braking system to enter the cooling chamber 1112 through the solenoid valve 160 to cool the shock absorber 140.

[0097] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0098] In the description of the present invention, it should be understood that the terms "including" and "having" and any variations thereof used herein are intended to cover non-exclusive inclusions. For example, a process, method, system, product or apparatus that includes a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to these processes, methods, products or apparatuses.

[0099] Unless otherwise expressly specified or limited, the terms "mounted," "connected," "connected," "fixed," etc. should be interpreted broadly. For example, they can refer to fixed connections, removable connections, or integration; they can refer to direct connections or indirect connections through an intermediate medium; they can refer to internal connections between two components or interactions between two components. Those skilled in the art will understand the specific meanings of these terms in this disclosure based on the specific circumstances. Furthermore, the terms "first," "second," etc., etc., are used for descriptive purposes only and should not be construed to indicate or imply relative importance or implicitly specify the quantity of the technical features indicated.

[0100] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An air spring vibration reduction system, characterized in that: It includes an airbag and an upper end cover and a lower end cover connected to both ends of the airbag, wherein the airbag, the upper end cover and the lower end cover are jointly arranged to form a chamber; Also included is a vibration damper located in the chamber, one end of the vibration damper is connected to the upper end cover, and the other end of the vibration damper is connected to the lower end cover; Also included is an isolation block located in the chamber, the isolation block being located between the outer wall of the shock absorber and the inner wall of the lower end cover, and the isolation block dividing the chamber into a spring chamber and a cooling chamber, the cooling chamber being arranged around at least a portion of the outer circumference of the shock absorber; The lower end cover is further provided with a first channel, one end of the first channel is connected to the cooling chamber, and the other end of the first channel is connected to the cooling medium; The invention also includes a solenoid valve, wherein the solenoid valve is connected in series with the first channel, and the cooling medium is connected to the first channel when the solenoid valve is opened; Also included is a second channel opened on the lower end cover, the second channel being in communication with the cooling chamber; The cooling medium enters the cooling chamber through the first channel and is discharged through the second channel.

2. The air spring damping system according to claim 1, characterized in that: It also includes a controller, which is connected to the solenoid valve signal and is used to control the opening and closing of the solenoid valve.

3. The air spring vibration reduction system according to claim 2, characterized in that: Also included is a temperature sensor, the temperature sensor is located on the shock absorber, and the temperature sensor is connected to the controller signal; The temperature sensor is used to measure the temperature of the shock absorber and transmit the measured temperature to the controller. The controller is used to control the opening or closing of the solenoid valve according to the temperature measured by the temperature sensor.

4. The air spring vibration reduction system according to any one of claims 1 to 3, characterized in that: It also includes a heat conducting member, which is located in the cooling chamber and is arranged around the outer periphery of the vibration absorber.

5. The air spring vibration reduction system according to claim 4, characterized in that: The heat conducting member is a hollow structure.

6. A vehicle, characterized in that: It comprises a vehicle frame, a passenger compartment and the air spring vibration reduction system according to any one of claims 1 to 5, wherein the lower end cover of the air spring vibration reduction system is connected to the vehicle frame, and the upper end cover of the air spring vibration reduction system is connected to the passenger compartment.

7. A method for controlling an air spring vibration reduction system, for controlling the air spring vibration reduction system according to any one of claims 1 to 5, characterized in that: The air spring vibration damping system includes a vibration damper and a cooling chamber, wherein the vibration damper is at least partially located in the cooling chamber; It also includes a solenoid valve, a temperature sensor and a controller, wherein the solenoid valve is in communication with the cooling chamber and the cooling medium, the temperature sensor is disposed on the shock absorber, and both the solenoid valve and the temperature sensor are in signal connection with the controller; The method comprises: The temperature sensor measures the temperature of the shock absorber and obtains the measured temperature; The temperature sensor transmits the measured temperature to the controller; The controller controls the opening or closing of the solenoid valve according to the relationship between the measured temperature and a preset temperature.

8. The control method according to claim 7, characterized in that: The controller controls the opening or closing of the solenoid valve according to the relationship between the measured temperature and the preset temperature, including: When the measured temperature is less than or equal to the preset temperature, the controller closes the solenoid valve; When the measured temperature is greater than the preset temperature, the controller opens the solenoid valve.

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