Valved air spring damper assembly

Abstract

The present application belongs to the technical field of shock absorber, and particularly relates to an air spring shock absorber assembly with built-in valve, which comprises an air spring and a shock absorber. The shock absorber comprises an oil storage cylinder and a shock absorber piston rod telescopically connected in the oil storage cylinder. The air spring comprises a metal gland sleeved on the piston rod, a rolling piston sleeved on the oil storage cylinder, and a capsule connecting the metal gland and the rolling piston. The air spring further comprises an air inlet valve arranged on one side of the rolling piston, a first push rod cooperatively acting with the air inlet valve, an air outlet valve arranged on the other side of the rolling piston, and a second push rod cooperatively acting with the air outlet valve. The first push rod and the second push rod are arranged in the gap between the rolling piston and the oil storage cylinder and can move synchronously with the metal gland. The present application is used to solve the technical problems of low production efficiency and high cost of the current air spring shock absorber.

Description

Technical Field

[0001] This invention belongs to the field of vibration damper technology, specifically relating to an air spring vibration damper assembly with a built-in valve. Background Technology

[0002] Automotive shock absorbers include coil spring shock absorbers and air spring shock absorbers. Air spring shock absorbers, due to their non-linear characteristics and wide load capacity, have seen increased application in motor vehicles. Traditional air spring shock absorbers are typically used in conjunction with a height valve, adjusting the working height of the air spring based on the valve's sensing information. This design of an external, separate height valve presents assembly complexity issues.

[0003] The installation of air spring shock absorbers and external split height valves presents two problems. First, the height valve requires a certain amount of space, necessitating the reservation of placement location and matching sensor brackets. Second, during the first assembly on the automobile production line, the shock absorber assembly requires manual adjustment of the shock absorber piston rod's installation height, a cumbersome, time-consuming, and labor-intensive process that is detrimental to production efficiency and increases production costs.

[0004] Furthermore, when the vehicle travels at high speed over potholes or obstacles on the road, the existing external height valve type air spring shock absorbers cannot respond to the intake and exhaust operations in time, resulting in poor shock absorption. Summary of the Invention

[0005] To address the shortcomings of existing technologies, the present invention aims to provide an air spring damper assembly with a built-in valve, which solves the technical problems of current air spring dampers being used in conjunction with external height valves, where the installation of the height valve requires auxiliary accessories, and the installation of the damper assembly requires manual adjustment of the piston rod installation height, resulting in a cumbersome and costly installation process.

[0006] To achieve the above objectives, the technical solution of the present invention is as follows: a built-in valve air spring vibration damper assembly, the vibration damper assembly including an air spring and a vibration damper, the vibration damper including an oil reservoir and a vibration damper piston rod telescopically connected within the oil reservoir; the air spring including a metal cap sleeved on the piston rod, a rolling piston sleeved on the oil reservoir, and a capsule connecting the metal cap and the rolling piston; the air spring further includes an intake valve disposed on one side of the rolling piston, a first push rod cooperating with the intake valve, an exhaust valve disposed on the other side of the rolling piston, and a second push rod cooperating with the exhaust valve; the first push rod and the second push rod are both disposed within the gap between the rolling piston and the oil reservoir, and can move synchronously with the metal cap; The intake valve includes an intake seal for sealing the air passage, a first elastic member disposed at one end of the intake seal to provide the intake seal with a spring force to seal the air passage, and a first reset rod disposed at the other end of the intake seal for pushing the intake seal to move and open. The exhaust valve includes an exhaust sealing element for sealing the air passage, a second elastic element disposed at one end of the exhaust sealing element to give the exhaust sealing element an elastic force to open the air passage, and a second reset rod disposed at the other end of the exhaust sealing element for pushing the exhaust sealing element to move and seal the air passage. The ends of both the first sealing push rod and the second sealing push rod partially extend into the gap between the rolling piston and the oil reservoir; When the capsule is at its standard height, the first push rod is disengaged from the first reset rod, and the second push rod is in contact with the second reset rod, meaning both the intake valve and the exhaust valve are closed. When the capsule is compressed below its standard height, the first push rod moves downward with the metal cap, its lower end passing through the gap between the first reset rod and the oil reservoir, forcing the first reset rod to move. The first reset rod pushes against the intake seal to open the air passage, allowing air to enter. When the capsule is stretched above its standard height, the second push rod moves upward with the metal cap, disengaging from the second reset rod. The second reset rod is released and moves a certain distance toward the oil reservoir. The second elastic element supports the exhaust seal to move and open the air passage, allowing air to exit.

[0007] Preferably, the end of the first reset rod away from the air intake seal is provided with a first universal ball bearing, and the first push rod contacts the first universal ball bearing when opening the air intake valve.

[0008] Preferably, the first reset rod is telescopically connected within the air passage of the intake valve via a sliding bearing.

[0009] Preferably, the intake seal includes a first sealing push rod and a first sealing ring sleeved on the outside of the first sealing push rod; the first sealing ring is tapered and mates with the inner tapered surface inside the air passage of the intake valve.

[0010] Preferably, the intake valve further includes a first positioning member disposed at the air passage opening for supporting the first elastic member and a first copper sleeve for fixing the first positioning member.

[0011] Preferably, a second universal ball bearing is provided at the end of the second reset rod away from the exhaust seal, and when the second push rod drives the exhaust valve to close, the second push rod abuts between the second universal ball bearing and the oil reservoir.

[0012] Preferably, the second reset rod is telescopically connected within the air passage of the exhaust valve via a sliding bearing.

[0013] Preferably, the exhaust seal is a second sealing ring sleeved on the end of the second reset rod and a second sealing push rod abutting against the second sealing ring; the second sealing ring is tapered and mates with the inner tapered surface inside the air passage of the exhaust valve.

[0014] Preferably, the exhaust valve further includes a second positioning member disposed at the air passage opening for supporting the second elastic member, and a second copper sleeve for fixing the second positioning member.

[0015] Preferably, the exhaust valve further includes a pressure-holding valve disposed between the second elastic member and the second positioning member, for automatically closing when the air pressure inside the capsule is less than a set value, thereby stopping the exhaust valve from venting.

[0016] The beneficial effects of adopting the technical solution of this invention are as follows: This invention automatically opens the intake or exhaust valve during the compression or extension of the air spring, adjusting the working height of the air spring to improve vehicle ride comfort. By integrating the height valve inside the air spring, there is no need to install a separate height valve and bracket on the vehicle body, nor is there a need for manual adjustment of the shock absorber piston rod's installation height, saving time, effort, and costs. By setting a first and second push rod inside the capsule, both positioned within the gap between the rolling piston and the oil reservoir, and with the metal cap connected to the upper end of the capsule moving up and down synchronously with the shock absorber piston rod, the first and second push rods move in sync with the metal cap, respectively cooperating with the reset push rods of the intake and exhaust valves. This allows for sensitive response and automatic adjustment, controlling air intake when the capsule is below the standard height and controlling exhaust when the capsule is above the standard height. Attached Figure Description

[0017] Figure 1 A schematic diagram of an embodiment of the built-in valve air spring damper assembly; Figure 2 for Figure 1 Enlarged schematic diagram of the middle intake valve; Figure 3 for Figure 1 Enlarged schematic diagram of the exhaust valve; Figure 4 A schematic diagram of the vehicle body lowering air intake for an embodiment of the built-in valve air spring shock absorber assembly; Figure 5 This is a schematic diagram of a vehicle body lift exhaust system, representing an embodiment of an air spring damper assembly with a built-in valve.

[0018] in, Figure 1-5 In the middle, 1-metal cap, 2-first metal pressure ring, 3-nylon sleeve, 4-capsule, 5-first push rod, 6-second metal pressure ring, 7-rolling piston, 8-first reset rod, 9-first sliding bearing, 10-first sealing ring, 11-first sealing push rod, 12. 13-First positioning component, 14-First sealing ring, 15-First copper sleeve, 16-Rolling piston support, 17-Rolling piston O-ring, 18-Lower lifting lug bushing assembly, 19-Second copper sleeve, 20-Upper lifting lug bushing assembly, 21-Valve body, 22-Second sealing ring, 23-Second positioning component, 24-Pressure holding valve, 25-Oil reservoir, 26-Second spring, 27-Second sealing push rod, 28-Valve body O-ring, 29-Second sealing ring, 30-Second sliding bearing, 31-Second reset rod, 32-Second push rod, 33-Damper piston rod, 34-Buffer block, 35-Damper piston rod O-ring, 36-Lifting lug connector, 37-Universal ball bearing. Detailed Implementation

[0019] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments, and do not limit the scope of the present invention.

[0020] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0021] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0022] The specific implementation method is as follows: Example 1, such as Figure 1-5As shown, a built-in valve air spring shock absorber assembly includes an air spring and a shock absorber. The shock absorber includes an oil reservoir 25, a shock absorber piston rod 33, an upper hanger bushing assembly 20, and a lower hanger bushing assembly 18. The lower end of the oil reservoir 25 is connected to the lower hanger bushing assembly 18, the shock absorber piston rod 33 is telescopically connected within the oil reservoir 25, and the upper end of the shock absorber piston rod 33 is connected to the upper hanger bushing assembly 20.

[0023] The air spring includes a metal cap 1, a rolling piston 7, and a capsule 4. The metal cap 1 is fitted onto the upper end of the damper piston rod 33, and a damper piston rod O-ring 35 is provided between the metal cap 1 and the damper piston rod 33. The rolling piston 7 is fitted onto the lower end of the oil reservoir 25 and supported on a rolling piston support 16 located at the lower end of the oil reservoir 25. A rolling piston O-ring 17 is provided between the lower end of the rolling piston 7 and the oil reservoir 25. There is a gap between the rolling piston 7, which is positioned above the rolling piston O-ring 17, and the oil reservoir 25. The upper end of the capsule 4 is fitted onto the metal cap 1 and fixed by a first metal pressure ring 2; the lower end of the capsule 4 is fitted onto the upper end of the rolling piston 7 and fixed by a second metal pressure ring 6.

[0024] The air spring also includes an intake valve, a first push rod 5, an exhaust valve, and a second push rod 32. A nylon sleeve 3 is provided on the inner side of the lower part of the metal cover 1, and a buffer block is provided between the nylon sleeve 3 and the shock absorber piston rod 33. The first push rod 5 is fixedly connected to the right side of the nylon sleeve 3 and extends downward, realizing synchronous movement of the first push rod 5 and the metal cover 1. The lower end of the first push rod 5 is suspended in the gap between the rolling piston 7 and the oil reservoir 25. The second push rod 32 is fixedly connected to the left side of the nylon sleeve 3 and extends downward, realizing synchronous movement of the second push rod 32 and the metal cover 1. The lower end of the second push rod 32 is suspended in the gap between the rolling piston 7 and the oil reservoir 25. The length of the second push rod 32 is greater than that of the first push rod 5.

[0025] The intake valve is obliquely positioned on the right side of the rolling piston 7 and has an air passage. The intake valve includes an intake seal, a first spring 12, and a first reset rod 8, all of which are disposed within the air passage. The intake seal is slidably connected within the air passage and reciprocates to seal or open the air passage. The first spring 12 is located at the end of the intake seal away from the oil reservoir 25, and is used to elastically support the intake seal and seal the air passage when the intake seal is not subjected to other external forces. The first reset rod 8 abuts against the end of the intake seal near the oil reservoir 25, and the end of the first reset rod 8 can extend into the gap between the rolling piston 7 and the oil reservoir 25. Under the pushing action of the first push rod 5, the first reset rod 8 moves toward the first spring 12, driving the intake seal to move and open the air passage.

[0026] The exhaust valve is tilted to the left of the rolling piston 7. The exhaust valve includes a main valve body 21, an exhaust seal, a second spring 26, and a second reset rod 31, all housed within the air passage of the valve body 21. A valve body O-ring 28 is positioned between the main valve body 21 and the rolling piston 7. The exhaust seal is slidably connected within the air passage, reciprocating to seal and open the passage. The second spring 26 is located at the end of the exhaust seal furthest from the oil reservoir 25, providing elastic support to open the air passage when no external force is applied. The second reset rod 31 is located on the side of the exhaust seal closest to the oil reservoir 25, with one end extending into the gap between the rolling piston 7 and the oil reservoir 25. Under the pushing action of the second push rod 32, the second reset rod 31 approaches the second spring 26, pushing the exhaust seal and causing it to seal the air passage.

[0027] It should be noted that when capsule 4 is at the standard height, the lower end of the first push rod 5 is above the end of the first reset rod 8 and is in a disengaged state from the first reset rod 8. At this time, the intake valve is closed under the elastic force of the first spring 12. The lower end of the second push rod 32 is below the end of the second reset rod 31 and abuts against the second reset rod 31. That is, the second push rod 32 is supported between the second reset rod 31 and the side wall of the oil reservoir 25. The second reset rod 31 approaches the second spring 26 under the squeezing and pushing of the second push rod 32, so that the exhaust valve is closed.

[0028] During the process of the vehicle body descending and the capsule 4 being compressed below the standard height, the first push rod 5 moves downward and is supported between the first reset rod 8 and the side wall of the oil reservoir 25. Under the squeezing action of the first push rod 5, the first reset rod 8 drives the intake seal to approach the first spring 12, so that the intake valve opens to allow air intake.

[0029] During the process of the vehicle body rising and capsule 4 being stretched above the standard height, the second push rod 32 moves upward and disengages from the second reset rod 31. At this time, under the elastic support of the second spring 26, the exhaust seal is driven to move toward the second reset rod 31, causing the exhaust valve to open and exhaust.

[0030] In this embodiment, the built-in valve air spring shock absorber assembly, through the cooperation of the intake valve and the first push rod 5, and the cooperation of the exhaust valve and the second push rod 32, ensures that the air spring neither inlets nor outlets when the capsule 4 is at the standard height; when the capsule 4 is compressed below the standard height, the intake valve opens to allow air in; and when the capsule 4 is stretched above the standard height, the exhaust valve opens to allow air out. Integrating the height valve inside the air spring allows for automatic adjustment of the vehicle's height during vehicle movement, achieving inflation and deflation. This eliminates the need for an external height valve, saving time, effort, and costs. Furthermore, the built-in height valve reduces the likelihood of damage and the maintenance costs of the cab suspension assembly, improves the working environment of the height valve, and extends its service life.

[0031] Furthermore, universal ball bearings 37 are provided at the ends of the first reset rod 8 and the second reset rod 31 away from the exhaust seal. The first push rod 5 drives the intake valve to contact the universal ball bearings 37 when it is open, and the second push rod 32 drives the exhaust valve to contact the universal ball bearings 37 when it is closed. This reduces friction and ensures smooth contact and disengagement between the first push rod 5 and the first reset rod 8, and between the second push rod 32 and the second reset rod 31. It also extends the service life of the intake and exhaust valves.

[0032] In this embodiment, the lower ends of both the first push rod 5 and the second push rod 32 are set in an arc shape to reduce friction and facilitate movement with the universal ball bearing 37.

[0033] Furthermore, the first reset rod 8 and the air passage of the intake valve are connected by a first sliding bearing 9. The sliding bearing can play a self-lubricating and wear-resistant role, ensuring that the first reset rod 8 moves in a straight line within the air passage.

[0034] The second reset rod 31 and the air passage of the exhaust valve are connected by a second sliding bearing 30. The sliding bearing can play a self-lubricating and wear-resistant role, ensuring that the second reset rod 31 moves in a straight line within the air passage.

[0035] Furthermore, the intake sealing component includes a first sealing push rod 11 and a first sealing ring 10. The first sealing ring 10 is sleeved on the outside of the first sealing push rod 11. The first sealing ring 10 is tapered, and its tapered shape mates with the inner tapered surface inside the intake valve passage. When the first sealing ring 10 reciprocates, it adheres to and moves away from the inner tapered surface, thereby sealing and opening the passage.

[0036] Furthermore, the intake valve also includes a first positioning element 13 and a first copper sleeve 15 to ensure support for the first spring 12. The first positioning element 13 is located at the opening of the air passage and is used to support the first spring 12. The outer side of the first positioning element 13 is fixed by the first copper sleeve 15. Furthermore, a first sealing ring 14 is provided inside the first positioning element 13. The intake pipe extends into the first copper sleeve 15 and passes through the first sealing ring 14. The first sealing ring 14 plays a sealing role to prevent the air passage from being blocked in harsh environments such as Nissan and others.

[0037] In this embodiment, the first positioning member 13 is positioned by a double-lip buckle sealing ring, and the first sealing ring 14 is a double-lip buckle sealing ring.

[0038] Furthermore, the exhaust seal includes a second sealing ring 29 and a second sealing push rod 27. The second sealing ring 29 is sleeved on the end of the second reset rod 31, and the second sealing push rod 27 abuts against the end of the second sealing ring 29 near the second spring 26. The second sealing ring 29 is tapered, and its tapered shape mates with the inner tapered surface provided in the air passage of the main valve body 21. The second sealing ring 29 moves to fit against and disengage from the inner tapered surface, thereby sealing and opening the air passage.

[0039] Furthermore, the exhaust valve also includes a second positioning element 23 and a second copper sleeve 19 to ensure support for the second spring 26. The second positioning element 23 is located at the opening of the air passage and is used to support the second spring 26. The outer side of the second positioning element 23 is fixed by the second copper sleeve 19. Furthermore, a second sealing ring 22 is provided inside the second positioning element 23. The exhaust pipe extends into the second copper sleeve 19 and passes through the second sealing ring 22. The second sealing ring 22 plays a sealing role to prevent the air passage from being blocked in harsh environments such as Nissan and others.

[0040] In this embodiment, the second positioning member 23 is positioned by a double-lip snap-on sealing ring, and the second sealing ring 22 is a double-lip snap-on sealing ring.

[0041] Furthermore, the exhaust valve also includes a pressure-holding valve 24. The pressure-holding valve 24 is positioned between the second spring 26 and the second positioning member 23, and is used to automatically close the air passage and stop the exhaust valve from venting when the air pressure inside the capsule 4 is lower than a set value, thus preventing excessively low pressure inside the capsule 4. In this embodiment, the minimum required pressure inside the capsule 4 is set to 0.25 MPa. When the pressure inside the capsule 4 is less than 0.25 MPa, the pressure-holding valve 24 closes, and the exhaust valve stops venting.

[0042] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the technical solution of the present invention, or the direct application of the concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. An air spring damper assembly with a built-in valve, characterized in that, The shock absorber assembly includes an air spring and a shock absorber. The shock absorber includes an oil reservoir and a shock absorber piston rod telescopically connected within the oil reservoir. The air spring includes a metal cap sleeved on the piston rod, a rolling piston sleeved on the oil reservoir, and a capsule connecting the metal cap and the rolling piston. The air spring also includes an intake valve located on one side of the rolling piston, a first push rod cooperating with the intake valve, an exhaust valve located on the other side of the rolling piston, and a second push rod cooperating with the exhaust valve. Both the first push rod and the second push rod are located within the gap between the rolling piston and the oil reservoir and are capable of moving synchronously with the metal cap. The intake valve includes an intake seal for sealing the air passage, a first elastic member disposed at one end of the intake seal to provide the intake seal with elastic force to seal the air passage, and a first reset rod disposed at the other end of the intake seal for pushing the intake seal to move and open the air passage; The exhaust valve includes an exhaust sealing element for sealing the air passage, a second elastic element disposed at one end of the exhaust sealing element to provide the exhaust sealing element with a spring force to open the air passage, and a second reset rod disposed at the other end of the exhaust sealing element for pushing the exhaust sealing element to move and seal the air passage; The ends of both the first push rod and the second push rod partially extend into the gap between the rolling piston and the oil reservoir; When the capsule is at its standard height, the first push rod is disengaged from the first reset rod, and the second push rod is in contact with the second reset rod, meaning both the intake valve and the exhaust valve are closed. When the capsule is compressed below its standard height, the first push rod moves downward with the metal cap, its lower end passing through the gap between the first reset rod and the oil reservoir, forcing the first reset rod to move. The first reset rod pushes against the intake seal to open the air passage, allowing air intake. When the capsule is stretched above its standard height, the second push rod moves upward with the metal cap, disengaging from the second reset rod. The second reset rod is released and moves a certain distance toward the oil reservoir. The second elastic element supports the exhaust seal to move and open the air passage, allowing exhaust. A first universal ball bearing is provided at the end of the first reset rod away from the intake seal, and the first push rod contacts the first universal ball bearing when opening the intake valve.

2. The built-in valve air spring damper assembly according to claim 1, characterized in that, The first reset rod is telescopically connected within the air passage of the intake valve via a sliding bearing.

3. The built-in valve air spring damper assembly according to claim 2, characterized in that, The intake seal includes a first sealing push rod and a first sealing ring sleeved on the outside of the first sealing push rod; the first sealing ring is conical and mates with the inner conical surface inside the air passage of the intake valve.

4. The built-in valve air spring damper assembly according to claim 3, characterized in that, The intake valve also includes a first positioning member disposed at the air passage opening for supporting the first elastic member, and a first copper sleeve for fixing the first positioning member.

5. The built-in valve air spring damper assembly according to any one of claims 1-4, characterized in that, The end of the second reset rod away from the exhaust seal is provided with a second universal ball bearing. When the second push rod drives the exhaust valve to close, the second push rod abuts between the second universal ball bearing and the oil reservoir.

6. The built-in valve air spring damper assembly according to claim 5, characterized in that, The second reset rod is telescopically connected within the air passage of the exhaust valve via a sliding bearing.

7. The built-in valve air spring damper assembly according to claim 6, characterized in that, The exhaust sealing element consists of a second sealing ring sleeved on the end of the second reset rod and a second sealing push rod abutting against the second sealing ring; the second sealing ring is tapered and mates with the inner tapered surface inside the air passage of the exhaust valve.

8. The built-in valve air spring damper assembly according to claim 7, characterized in that, The exhaust valve further includes a second positioning member disposed at the air passage opening and used to support the second elastic member, and a second copper sleeve used to fix the second positioning member.

9. The built-in valve air spring damper assembly according to claim 8, characterized in that, The exhaust valve also includes a pressure-holding valve disposed between the second elastic member and the second positioning member, which is used to automatically close when the air pressure inside the capsule is less than a set value, and the exhaust valve stops venting.

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