Passenger car air suspension lower swing arm buffer system

Abstract

The invention relates to the technical field of passenger car manufacturing, in particular to a passenger car air suspension lower swing arm buffer system which comprises an air spring, a high-elasticity buffer and a hydraulic shock absorber which are sequentially combined in the height direction. The auxiliary frame and the suspension lower swing arm are used as installation bases of the air springs and the hydraulic shock absorbers in a one-to-one correspondence mode. The highly elastic shock absorber is elastically pressed between the air spring and the hydraulic shock absorber. In the high-speed driving process of the passenger car, the high-elasticity buffer is subjected to compression deformation due to the impact force from the ground, impact kinetic energy is absorbed, or the high-elasticity buffer is subjected to torsional deformation due to the torsional force from the lower swing arm, and the impact kinetic energy is absorbed. The suspension lower swing arm deflects relative to the auxiliary frame, and generated torsion kinetic energy is absorbed, so that the phenomenon that the air spring is damaged prematurely due to the action of over-limit kinetic energy is effectively avoided.

Description

Technical Field

[0001] The invention relates to the technical field of passenger vehicle manufacturing, in particular to a passenger vehicle air suspension lower arm buffer system. Background Art

[0002] As far as the current status of the industry is concerned, an air spring assembly is installed between the lower arm of the suspension and the subframe in order to minimize the adverse effects of road excitation on driving stability. However, in actual applications, customers have reported that the air spring assembly frequently fails and its service life is seriously less than expected. The reason is that during the driving process of the passenger car, the lower arm of the suspension maintains a high-frequency reciprocating state and exhibits a high-frequency circumferential deflection relative to the subframe. Generally speaking, a smaller relative torsion angle will not affect the service life of the air spring assembly. However, if the torsion angle exceeds the limit and continues for a long time, it will inevitably cause irreversible damage to the air spring assembly, which will shorten its service life and require frequent replacement and maintenance operations. Therefore, technicians are urgently needed to solve the above problems. Summary of the invention

[0003] Therefore, in view of the above-mentioned existing problems and defects, the designers of the present invention collected relevant information, conducted multiple evaluations and considerations, and continued to experiment and modify the system after many years of R&D experience in this industry, which ultimately led to the emergence of the passenger car air suspension lower arm buffer system.

[0004] In order to solve the above technical problems, the present invention relates to a passenger car air suspension lower arm buffer system, which is used to weaken the rigid impact kinetic energy between the suspension lower arm and the subframe. The passenger car air suspension lower arm buffer system includes an air spring, a high-elasticity buffer and a hydraulic shock absorber which are sequentially combined along the height direction. Among them, the air spring is installed on the subframe, and the hydraulic shock absorber is installed on the suspension lower arm. The high-elasticity buffer is elastically pressed between the air spring and the hydraulic shock absorber, and it resists deformation due to the extrusion force or torsional force.

[0005] As a further improvement of the technical solution disclosed in the present invention, the hydraulic shock absorber also includes a bearing plate. The bearing plate is fitted with the oil storage cylinder of the hydraulic shock absorber and is welded into one piece in a fully enclosed 360° full welding manner. The high elasticity buffer undergoes elastic deformation due to the pressure from the air spring and the push force from the hydraulic shock absorber at the same time.

[0006] As a further improvement of the technical solution disclosed in the present invention, the passenger car air suspension lower arm buffer system also includes a first sealing ring. The first sealing ring is fitted with the oil storage cylinder of the hydraulic shock absorber and is pressed between the load-bearing plate and the high-elasticity buffer, so that the path for compressed air to leak through the gap formed between the high-elasticity buffer and the oil storage cylinder of the hydraulic shock absorber is blocked.

[0007] As a further improvement of the technical solution disclosed in the present invention, the passenger car air suspension lower arm buffer system also includes a sealing ring frame to support and fix the first sealing ring. When the passenger car air suspension lower arm buffer system is assembled, the top and bottom walls of the sealing ring frame are elastically pressed against the high elastic buffer and the load-bearing plate in a one-to-one correspondence, and the first sealing ring is elastically deformed to seal the assembly gap formed between the high elastic buffer and the oil storage cylinder of the hydraulic shock absorber.

[0008] As a further improvement of the technical solution disclosed in the present invention, the high elasticity buffer is formed by a load-bearing frame and a rubber body being nested and compounded with each other. When the passenger car air suspension lower arm buffer system is assembled, the load-bearing frame is fully circumferentially held by the air spring.

[0009] As a further improvement of the technical solution disclosed in the present invention, the passenger car air suspension lower arm buffer system also includes a second sealing ring. The second sealing ring is mounted on the carrier frame and is elastically deformed to seal the assembly gap formed between the high elastic buffer and the air spring.

[0010] As a further improvement of the technical solution disclosed in the present invention, an annular groove for embedding the second sealing ring is formed on the outer side wall of the carrier.

[0011] In practical applications, the passenger car air suspension lower arm buffer system disclosed in the present invention can achieve at least the following beneficial technical effects, specifically:

[0012] 1) The high-elasticity buffer itself has elastic characteristics. When a passenger car is driving at high speed, the high-elasticity buffer is compressed and deformed due to the impact force from the ground, and the impact kinetic energy can be absorbed, which can effectively prevent the air spring from being damaged prematurely due to the excessive rigidity impact force. Alternatively, the high-elasticity buffer is torsionally deformed due to the torsional force from the lower arm, and the torsional kinetic energy generated by the yaw movement of the lower arm relative to the subframe can be absorbed, which can effectively overcome the problem of excessive torsion angles at the upper and lower mounting points of the air spring caused by the upper and lower extreme movements of the wheels, which is beneficial to extending the service life of the air spring, and can also greatly alleviate the impact of road excitation on the vehicle body;

[0013] 2) Also thanks to the addition of high-elasticity buffers, the hydraulic shock absorber is freed from the direct effect of the air spring, which is equivalent to adding a buffer transition between the two. It can not only effectively improve the working performance of the passenger car air suspension lower arm buffer system, but also help to reduce working noise to a certain extent. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0015] Figure 1 The invention is a schematic structural diagram of a passenger vehicle air suspension lower arm buffer system.

[0016] Figure 2 The invention discloses a schematic diagram of the structure of a high-elasticity buffer in a lower arm buffer system of an air suspension of a passenger vehicle.

[0017] 1-air spring; 2-high elastic buffer; 21-carrying frame; 211-annular groove; 22-rubber body; 3-hydraulic shock absorber; 31-load bearing plate; 4-first sealing ring; 5-sealing ring frame; 6-second sealing ring. DETAILED DESCRIPTION

[0018] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by the terms "left", "right", "front", "back", "up", "down", etc. are based on the directions 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 direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present invention.

[0019] The passenger car air suspension lower arm buffer system is used to weaken and absorb the rigid impact kinetic energy between the suspension lower arm and the subframe to ensure the smooth movement of the passenger car on uneven roads and high-speed driving scenarios, thereby improving ride comfort.

[0020] The present invention will be further described in detail below with reference to specific embodiments. Figure 1The schematic diagram of the structure of the passenger car air suspension lower arm buffer system disclosed in the present invention is shown. It can be seen that it is mainly composed of several parts such as an air spring 1, a high elasticity buffer 2 and a hydraulic shock absorber 3. Among them, the air spring 1, the high elasticity buffer 2 and the hydraulic shock absorber 3 are sequentially combined along the height direction. The air spring 1 is installed on the subframe, and the hydraulic shock absorber 3 is installed on the suspension lower arm. The high elasticity buffer 2 is elastically pressed between the air spring 1 and the hydraulic shock absorber 3, and it resists deformation due to the extrusion force or torsional force. When a passenger car is driving at high speed, the high-elasticity buffer 2 undergoes compression deformation due to the impact force from the ground, and the impact kinetic energy is absorbed, thereby effectively preventing the air spring 1 from being damaged prematurely due to the impact force of excessive rigidity. Alternatively, the high-elasticity buffer 2 undergoes resistance deformation due to the torsional force from the lower arm, and the torsional kinetic energy generated by the yaw motion of the lower arm of the suspension relative to the subframe is absorbed, thereby effectively preventing the air spring 2 from being damaged prematurely due to excessive torsion.

[0021] Here, it is also necessary to explain that, thanks to the addition of the high-elasticity buffer 2, the hydraulic shock absorber 3 is freed from the direct action of the air spring 1, which is equivalent to adding a buffer transition between the two. It can not only effectively improve the working performance of the passenger car air suspension lower arm buffer system, but also help to reduce its working noise to a certain extent.

[0022] Furthermore, by Figure 1 It can also be clearly seen that a bearing plate 31 is provided on the hydraulic shock absorber 3. The bearing plate 31 is fitted with the oil storage cylinder of the hydraulic shock absorber 3 and is welded as a whole in a fully enclosed 360° welding manner. When the lower arm buffer system of the passenger car air suspension is assembled, the high elasticity buffer 2 is circumferentially held by the air spring 1, and its bottom wall is in direct contact with the bearing plate 31. When the passenger car is driving at high speed, the high elasticity buffer 2 is elastically deformed due to the pressure from the air spring 1 and the push force from the hydraulic shock absorber 3 at the same time.

[0023] like Figure 2 As shown in the figure, the high elasticity buffer 2 is composed of a carrier 21 and a rubber body 22 which are nested and compounded with each other. When the passenger car air suspension lower arm buffer system is assembled, the carrier 21 is fully circumferentially held by the air spring 1. In this way, the high elasticity buffer 2 has a higher compression deformation capacity, and is also conducive to ensuring the force balance of the rubber body 22 when it is subjected to impact loads, thereby avoiding the occurrence of premature elastic failure of the rubber body 22 due to excessive pressure on a small local area.

[0024] In addition, during the initial small batch test phase, the assembly workshop reported that the performance of the air spring 1 was weakened or failed due to leakage of high-pressure gas. After analysis, the leakage paths of the high-pressure gas mainly include: 1) the assembly gap formed between the high-elasticity buffer 2 and the hydraulic shock absorber 3; 2) the assembly gap formed between the high-elasticity buffer 2 and the air spring 1. In view of this, as a countermeasure, Figure 1 As shown in FIG. 1 , the passenger car air suspension lower arm buffer system is further provided with a first sealing ring 4. The first sealing ring 4 is fitted with the oil storage cylinder of the hydraulic shock absorber 3 and is pressed between the load-bearing plate 31 and the high-elasticity buffer 2, and the path for compressed air to leak through the gap formed between the high-elasticity buffer 2 and the oil storage cylinder of the hydraulic shock absorber 3 is blocked.

[0025] like Figure 1 As shown in , as a further optimization of the above technical solution, the sealing ring skeleton 5 is used to support and fix the first sealing ring 4. When the passenger car air suspension lower arm buffer system is assembled, the top and bottom walls of the sealing ring skeleton 5 are elastically pressed against the high elastic buffer 2 and the bearing plate 31 in a one-to-one correspondence, and the first sealing ring 4 is elastically deformed to seal the assembly gap formed between the high elastic buffer 2 and the oil storage cylinder of the hydraulic shock absorber 3.

[0026] Of course, if Figure 1 It can also be clearly seen from the figure that the passenger car air suspension lower arm buffer system is also provided with a second sealing ring 6. The second sealing ring 6 is mounted on the carrier 21. An annular groove 211 is formed on the outer wall of the carrier 21 to be used for embedding the second sealing ring 6 (as shown in FIG. Figure 2 In a specific application, the second sealing ring 6 is elastically deformed to seal the assembly gap formed between the high elasticity buffer 2 and the air spring 1 .

[0027] Theoretical calculations used in this example:

[0028] The load (design load) of the air spring 1 is set to N, the axial stiffness of the high elastic buffer 2 is set to k, and the axial compression of the high elastic buffer 2 is set to h, then, k = N / h;

[0029] For example, the load capacity of the air spring 1 used in the present invention is 750 kg, the compression amount of the high elastic buffer is 3 mm, and the axial stiffness of the high elastic buffer is 2450 N / mm;

[0030] The relative torsion angle between the upper and lower mounting fulcrums of the air spring 1 is ω, the torque generated by the torsion is T, and the torsion angle stiffness of the buffer is kT, then, kT=T / ω;

[0031] The passenger car air spring 1 involved in the present invention has a relative rotation angle of -8° to 8° between the upper and lower mounting fulcrums, a torque of 40 N.m generated by torsion, and a calculated torsion angle stiffness of 5 N.m / ° for the buffer.

[0032] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A passenger car air suspension lower arm buffer system, used to weaken the rigid impact kinetic energy between the suspension lower arm and the subframe, characterized in that: It comprises an air spring, a high-elasticity buffer and a hydraulic shock absorber which are sequentially combined along the height direction; wherein the air spring is installed on a subframe, and the hydraulic shock absorber is installed on a suspension lower arm; the high-elasticity buffer is elastically pressed between the air spring and the hydraulic shock absorber, and resists deformation due to the extrusion force or torsional force.

2. The passenger car air suspension lower arm buffer system according to claim 1, characterized in that: The hydraulic shock absorber also includes a load-bearing plate; the load-bearing plate is mounted on the oil storage cylinder of the hydraulic shock absorber and is welded together in a fully enclosed 360° welding manner; the high-elasticity buffer undergoes elastic deformation due to the simultaneous pressure force from the air spring and the pushing force from the hydraulic shock absorber.

3. The passenger car air suspension lower arm buffer system according to claim 2, characterized in that: It also includes a first sealing ring; the first sealing ring is fitted onto the oil storage cylinder of the hydraulic shock absorber and is pressed between the load-bearing plate and the high-elasticity buffer, so that the path for compressed air to leak through the gap formed between the high-elasticity buffer and the oil storage cylinder of the hydraulic shock absorber is blocked.

4. The passenger car air suspension lower arm buffer system according to claim 3, characterized in that: It also includes a sealing ring frame to support and fix the first sealing ring; when the passenger car air suspension lower arm buffer system is assembled, the top and bottom walls of the sealing ring frame are elastically pressed against the high-elasticity buffer and the load-bearing plate in a one-to-one correspondence, and the first sealing ring is elastically deformed to seal the assembly gap formed between the high-elasticity buffer and the oil storage cylinder of the hydraulic shock absorber.

5. The passenger car air suspension lower arm buffer system according to any one of claims 1 to 4, characterized in that: The high-elasticity buffer is formed by a load-bearing frame and a rubber body nested and compounded with each other; when the passenger car air suspension lower arm buffer system is assembled, the load-bearing frame is fully circumferentially held by the air spring.

6. The passenger car air suspension lower arm buffer system according to claim 5, characterized in that: It also includes a second sealing ring; the second sealing ring is mounted on the support frame, and the second sealing ring is elastically deformed to seal the assembly gap formed between the high-elasticity buffer and the air spring.

7. The passenger car air suspension lower arm buffer system according to claim 6, characterized in that: An annular groove for embedding the second sealing ring is formed on the outer side wall of the supporting frame.

Images