Air suspension system

Abstract

The present application discloses an air suspension system, which includes a main beam assembly connected to an axle; a bracket, which is arranged in a box-like manner, and a movable opening is opened on one side of the bracket, and one end of the main beam assembly is rotatably connected to the inner wall opposite to the bracket, and an air flow channel is formed between the end of the main beam assembly and the inner wall of the bracket, and the air flow channel extends downward; a shock absorber is respectively hinged to the bracket and the main beam assembly; a shock-absorbing airbag is installed at one end of the main beam assembly; a telescopic deflector is respectively hinged to the bracket and the main beam assembly, and an air inlet is opened on the side of the telescopic deflector away from the movable opening, and a first air outlet is opened on the side of the telescopic deflector close to the movable opening, and a one-way valve is provided in the air inlet and the first air outlet so that the gas enters from the air inlet and exits from the first air outlet during the telescopic deflector extension and contraction process, and the first air outlet faces the movable opening. The present application improves the transmission efficiency between the main beam assembly and the bracket by cooling and cleaning the transmission part between the main beam assembly and the bracket.

Description

Technical Field

[0001] The present application relates to the field of vehicle suspension, and in particular to an air suspension system. Background Art

[0002] Automobile suspension is a connecting device between the automobile body (frame) and the wheels. Its main function is to transfer the torque between the automobile body and the wheels, such as supporting force, braking force and steering force, and to reduce the impact of rough roads on the automobile body, absorb the vibration caused by the movement of the wheels, ensure the comfort of the car ride and reduce the loss of cargo transportation.

[0003] The air suspension system in the prior art generally includes an axle, a guide arm, a bracket assembly, a support, an air spring and a pressure plate. The two ends of the guide arm are respectively connected to the bracket and the air spring, and the guide arm is connected to the bracket assembly, the axle and the pressure plate through a fixing assembly.

[0004] With regard to the above-mentioned related technologies, during the operation of the vehicle, the guide arm can generally reciprocate relative to the bracket to achieve buffering. Since the rotating part between the guide arm and the bracket is in a frequent reciprocating motion state, the temperature between the rotating parts will increase and wear will occur, affecting its service life. In addition, since the rotating part is close to the ground, during the driving of the vehicle, mud and other impurities are easily splashed from the ground onto the rotating part and attached between the rotating parts, affecting the transmission efficiency between the rotating parts, and personnel are required to clean this position from time to time. Summary of the invention

[0005] In order to improve the transmission efficiency of the rotating part between the guide arm and the bracket, the present application provides an air suspension system.

[0006] In the first aspect, the present application provides an air suspension system that adopts the following technical solution:

[0007] An air suspension system, comprising:

[0008] A main beam assembly, used for fixed connection with the axle;

[0009] The bracket is arranged in a box-like manner, a movable opening is opened on one side of the bracket, one end of the main beam assembly passes through the movable opening and extends into the bracket and is rotatably connected with the relative inner wall of the bracket, an air flow channel connected with the movable opening is formed between the end of the main beam assembly and the inner wall of the bracket, and the air flow channel extends downward out of the bracket;

[0010] A shock absorber, one end of which is hinged to the bracket and the other end of which is hinged to the main beam assembly;

[0011] A shock-absorbing airbag is installed at one end of the main beam assembly away from the bracket;

[0012] A telescopic deflector is hinged to the bracket at one end and to the main beam assembly at the other end. An air inlet is provided on a side of the telescopic deflector away from the movable port, and a first air outlet is provided on a side of the telescopic deflector close to the movable port. Both the air inlet and the first air outlet are provided with a one-way valve to allow gas to enter from the air inlet and exit from the first air outlet during the telescopic deflection process, and the first air outlet faces the movable port.

[0013] By adopting the above technical solution, during the bumping of the car, the main beam assembly rotates relative to the bracket, driving the telescopic deflector to reciprocate and extend, and the airflow flows into the bracket through the telescopic deflector and flows out from the bottom of the bracket, thereby accelerating the air flow between the bracket and the rotating part of the main beam assembly, thereby reducing the temperature between the rotating parts, reducing its thermal expansion and contraction, and extending its service life; at the same time, since the airflow channel extends downward, the downward airflow can block impurities such as mud splashing close to the rotating parts, reducing the adhesion of impurities. In addition, when encountering a large degree of bumps, the airflow has a strong impact force and can wash away impurities such as mud attached to the rotating parts, reducing the impact of impurities on the rotating parts, and improving the transmission efficiency between the main beam assembly and the bracket.

[0014] Optionally, a wear-resistant cover is fixed to the inner wall of the bracket, and a cylindrical rotating member is provided at the end of the main beam assembly. The wear-resistant cover is covered on the end of the cylindrical rotating member and is rotatably connected to the outer surface of the cylindrical rotating member.

[0015] By adopting the above technical solution, the transmission efficiency and stability between the main beam assembly and the bracket are improved. The setting of the wear-resistant cover reduces the wear between the two and prolongs the service life of the system. The design of the cylindrical rotating part enables the main beam assembly to rotate smoothly inside the bracket, ensuring the stability and reliability of the air suspension system under various road conditions.

[0016] Optionally, a semi-ring limiting portion is provided on the end side of the wear-resistant cover, the inner wall of the semi-ring limiting portion is rotatably connected to the curved surface of the cylindrical rotating member, the outer wall of the cylindrical rotating member is connected to a limiting boss, and the side edge of the limiting boss can abut against the side edge of the semi-ring limiting portion to limit the rotation angle between the main beam assembly and the bracket.

[0017] By adopting the above technical solution, the maximum rotation angle between the main beam assembly and the bracket can be accurately controlled to prevent structural damage or functional failure caused by excessive rotation, and ensure the stability and reliability of the air suspension system under various road conditions. The semi-ring limiter can also improve the stability of the cylindrical rotating part during rotation. In addition, the existence of the semi-ring limiter can also effectively form an airflow channel to ensure that the airflow flows along a predetermined path.

[0018] Optionally, the cylindrical rotating member includes a rotating wheel and a wear-resistant rotating sleeve, the rotating wheel is rotatably connected to the bracket via a pin shaft, the wear-resistant rotating sleeve is sleeved on the outer periphery of the rotating wheel, and the outer wall of the wear-resistant rotating sleeve is rotatably connected to the inner wall of the wear-resistant cover.

[0019] By adopting the above technical solution, the wear-resistant rotating sleeve is arranged on the outer periphery of the rotating wheel and is rotatably connected to the inner wall of the wear-resistant cover, which effectively reduces the wear during the rotation process and improves the durability and reliability of the system.

[0020] Optionally, a curved guide surface is provided on the side of the bracket facing the curved surface of the cylindrical rotating member.

[0021] By adopting the above technical solution, the airflow can be effectively guided to flow along a predetermined path.

[0022] Optionally, the direction of the airbag tangent formed between the outer wall of the shock-absorbing airbag and the air inlet hole is the same as the axial direction of the air inlet hole.

[0023] By adopting the above technical solution, the airflow on both sides of the shock-absorbing airbag can be adsorbed, so that dust, mud and other impurities fall on the surface of the main beam assembly as much as possible, reducing the long-term adhesion of dust, mud and other impurities on the outer surface of the shock-absorbing airbag and solidification, thereby affecting the activity of the shock-absorbing airbag.

[0024] Optionally, a second air outlet is formed on a side wall of the telescopic deflector, a one-way valve is provided in the second air outlet, and the second air outlet faces a hinged portion between the shock absorber and the bracket.

[0025] By adopting the above technical solution, the wear and friction of this part can be effectively reduced and the service life of the shock absorber can be extended.

[0026] Optionally, the main beam assembly is welded with a connecting plate, and the connecting plate is welded to the axle, the contact area between the connecting plate and the axle is larger than the contact area between the connecting plate and the main beam assembly, one end of the shock absorber is hinged to the bracket, and the other end is hinged to the connecting plate, and the telescopic deflector is installed between the middle part of the main beam assembly and the middle part of the bracket.

[0027] By adopting the above technical solution, in the prior art, the spring beam of the air suspension is connected to the axle by U-bolts and nuts, which has the risk of loosening during use, and there are many structures on the suspension components, resulting in a complex structure and heavy weight. In this application, the main beam assembly and the axle are firmly and reliably connected by welding the connecting piece, while increasing the contact area between the connecting piece and the axle, improving the structural strength and stability, and making the structure lighter; in addition, the telescopic deflector is installed between the middle part of the main beam assembly and the middle part of the bracket, which can guide the airflow to flow smoothly when the main beam assembly moves, reduce the airflow resistance, and improve the response speed and work efficiency of the system.

[0028] Optionally, the connecting piece is a semi-ring connecting piece.

[0029] By adopting the above technical solution, the design is also easy to install and maintain, and the assembly process is simplified.

[0030] Optionally, the bracket is provided with a baffle above the air flow channel.

[0031] By adopting the above technical solution, it is ensured that the airflow flows along the predetermined path of the airflow channel. In addition, the strength of the bracket can be enhanced.

[0032] In summary, the present application includes at least one of the following beneficial technical effects:

[0033] The introduction of the telescopic deflector ensures the smooth flow of gas during vehicle driving, solves the high temperature and wear problems caused by frequent reciprocating motion between the traditional main beam assembly and the bracket, and extends the service life of the components. In addition, the airflow can wash away impurities such as mud attached between the main beam assembly and the bracket, reduce the impact of impurities on the rotating parts, and improve the transmission efficiency between the main beam assembly and the bracket;

[0034] The use of shock-absorbing airbags and telescopic deflectors further enhances the cushioning performance of the air suspension system and improves the stability and handling of the vehicle under complex road conditions;

[0035] The telescopic deflector can absorb the airflow on both sides of the shock-absorbing airbag, so that dust, mud and other impurities fall on the surface of the main beam assembly as much as possible, reducing the long-term adhesion of dust, mud and other impurities on the outer surface of the shock-absorbing airbag and solidification, thereby affecting the activity of the shock-absorbing airbag;

[0036] The main beam assembly and the axle are firmly and reliably connected by welding connecting plates, which increases the contact area between the connecting plates and the axle, improves the structural strength and stability, and makes the structure lighter. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 It is a schematic diagram of the overall structure of an embodiment of the present application.

[0038] Figure 2 This is a cross-sectional view of the embodiment of the present application which mainly shows the internal structure of the bracket.

[0039] Figure 3 This is a partial structural cross-sectional view of an embodiment of the present application, which mainly shows a cylindrical rotating part.

[0040] Figure 4 It is a schematic diagram of the structure of the hidden bracket and part of the wear-resistant cover in an embodiment of the present application.

[0041] Description of reference numerals:

[0042] 1. Axle; 2. Main beam assembly; 21. Connecting plate; 3. Bracket; 31. Movable opening; 32. Air flow channel; 33. Wear-resistant cover; 34. Semi-ring limiting part; 35. Arc-shaped guide surface; 36. Baffle; 37. Closing; 4. Shock absorber; 5. Shock-absorbing airbag; 6. Telescopic guide; 61. Air inlet; 62. First air outlet; 63. Second air outlet; 7. Columnar rotating part; 71. Limiting boss; 72. Rotating wheel; 73. Wear-resistant rotating sleeve; 8. Pin; 81. Pin sleeve; 82. Nut. DETAILED DESCRIPTION

[0043] The following will be combined with the attached Figure 1-Figure 4 , the technical solutions in the embodiments of the present invention are clearly and completely described. The described embodiments are only possible technical implementations of the present invention, not all possible implementations. Those skilled in the art can completely combine the embodiments of the present invention to obtain other embodiments without creative work, and these embodiments are also within the scope of protection of the present invention.

[0044] The inventor of the present application discovered that the existing air suspension system has problems such as severe wear and poor heat dissipation. For this reason, the present application mainly adopts the following air suspension system, including a main beam assembly, a bracket, a shock absorber, a shock-absorbing airbag and a telescopic deflector, which achieves the purpose of reducing wear and improving heat dissipation. The present application is further described in detail below.

[0045] The air suspension system provided in the embodiment of the present application refers to Figure 1 and Figure 2, including a main beam assembly 2, a bracket 3, a shock absorber 4, a shock absorbing airbag 5 and a telescopic deflector 6. The main beam assembly 2 is used for fixed connection with the axle 1, the bracket 3 is arranged in a box-like manner, and a movable opening 31 is opened on one side of the bracket 3. One end of the main beam assembly 2 passes through the movable opening 31 and extends into the bracket 3 and is rotatably connected with the relative inner wall of the bracket 3. An airflow channel 32 connected with the movable opening 31 is formed between the end of the main beam assembly 2 and the inner wall of the bracket 3, and the airflow channel 32 extends downward out of the bracket 3; one end of the shock absorber 4 is hinged to the bracket 3, and the other end is hinged to the main beam assembly 2; the shock absorbing airbag 5 is installed on the main beam assembly 2 is one end away from the bracket 3; one end of the telescopic deflector 6 is hinged to the bracket 3, and the other end is hinged to the main beam assembly 2. An air inlet 61 is provided on the side of the telescopic deflector 6 away from the active opening 31, and a first air outlet 62 is provided on the side of the telescopic deflector 6 close to the active opening 31. Both the air inlet 61 and the first air outlet 62 are provided with a one-way valve (not shown in the figure) to allow gas to enter from the air inlet 61 and be discharged from the first air outlet 62 during the telescopic deflector 6 extension and contraction process, and the first air outlet 62 faces the active opening 31. This design effectively reduces the wear between the main beam assembly 2 and the bracket 3, and improves the service life of the system. In addition, through the design of the air flow channel 32, the heat generated by the rotating part between the main beam assembly 2 and the bracket 3 can be taken away in time to prevent damage caused by overheating.

[0046] In a preferred embodiment, the main beam assembly 2 is made of high-strength steel and a connecting piece 21 is welded thereon. The connecting piece 21 is semi-circular and welded to the axle 1. The contact area between the connecting piece 21 and the axle 1 is larger than the contact area between the connecting piece 21 and the main beam assembly 2, which can increase the connection strength and improve the stability of the system. Compared with the prior art method of connecting the spring beam and the axle 1 through U-bolts and nuts, the connection method of the present application has a simpler structure and lighter weight.

[0047] At this time, one end of the shock absorber 4 is hinged to the bracket 3, and the other end is hinged to the connecting piece 21. The telescopic deflector 6 is installed between the middle of the main beam assembly 2 and the middle of the bracket 3. This layout makes the whole system more evenly stressed, reduces the stress concentration between the components, and improves the overall stability of the system. Optionally, the shock absorber 4 uses a hydraulic shock absorber, which is filled with damping oil, which can effectively absorb vibration energy during the vehicle driving process and keep the vehicle body stable.

[0048] Preferably, the side wall of the telescopic deflector 6 is provided with a second air outlet 63, the second air outlet 63 is provided with a one-way valve, and the second air outlet 63 faces the hinged portion of the shock absorber 4 and the bracket 3. In this way, when the telescopic deflector 6 is working, the excess gas can be directly discharged to the vicinity of the rotating portion of the shock absorber 4, which plays a role in auxiliary cooling, and can also reduce the workload of the shock absorber 4 and extend its life.

[0049] Optionally, the one-way valve of the air inlet 61, the first air outlet 62 and the second air outlet 63 may include a combination of a spring and a steel ball. The one-way valve can be detachably installed in the air inlet 61, the first air outlet 62 and the second air outlet 63. The one-way valve can also be other structural forms that can achieve one-way flow. For the sake of simplicity, the specific structure of the one-way valve is not shown in the drawings of the present application specification.

[0050] Reference Figure 3 In another preferred embodiment, the tangent direction of the airbag formed between the outer wall of the shock-absorbing airbag 5 and the air inlet 61 is the same as the axial direction of the air inlet 61, so that it can absorb the airflow on both sides of the shock-absorbing airbag 5, so that dust, mud and other impurities fall on the surface of the main beam assembly 2 as much as possible, and reduce the dust, mud and other impurities that adhere to the outer surface of the shock-absorbing airbag 5 for a long time and solidify, thereby affecting the movement of the shock-absorbing airbag 5. In order to reduce the impact of dust and other impurities on the air inlet 61, a filter can also be set at the air inlet 61 to block dust and other impurities.

[0051] Reference Figure 1 and Figure 2 Furthermore, the air inlet 61 may be set to an expanded shape, and the first air outlet 62 and the second air outlet 63 may be set to a contracted shape, so as to more easily absorb gas and increase the pressure of the gas going out of the first air outlet 62 and the second air outlet 63.

[0052] Reference Figure 3 and Figure 4 Preferably, a wear-resistant cover 33 is fixed to the inner wall of the bracket 3, and a cylindrical rotating member 7 is provided at the end of the main beam assembly 2. The wear-resistant cover 33 covers the end of the cylindrical rotating member 7 and is rotatably connected to the outer surface of the cylindrical rotating member 7. A semi-ring stopper 34 is provided on the side edge of the end of the wear-resistant cover 33. Preferably, the semi-ring stopper 34 and the wear-resistant cover 33 are integrally formed.

[0053] The inner wall of the semi-ring limiting portion 34 is rotationally connected to the curved surface of the cylindrical rotating member 7, and the outer wall of the cylindrical rotating member 7 is connected to the limiting boss 71. Preferably, the limiting boss 71 is integrally formed with the cylindrical rotating member 7, and the side of the limiting boss 71 can abut against the side of the semi-ring limiting portion 34 to limit the rotation angle between the main beam assembly 2 and the bracket 3. This design can effectively reduce the wear of the rotating part and extend the service life. Moreover, through the cooperation of the limiting boss 71 and the semi-ring limiting portion 34, the maximum rotation angle between the main beam assembly 2 and the bracket 3 can be accurately controlled to avoid failures caused by excessive rotation. At the same time, the semi-ring limiting portion 34 can half-wrap the cylindrical rotating member 7, which can not only further improve the transmission stability of the cylindrical rotating member 7 but also ensure the heat dissipation effect.

[0054] Furthermore, the cylindrical rotating member 7 includes a rotating wheel 72 and a wear-resistant rotating sleeve 73. The rotating wheel 72 is rotatably connected to the bracket 3 through a pin 8. The wear-resistant rotating sleeve 73 is sleeved on the outer periphery of the rotating wheel 72. The outer wall of the wear-resistant rotating sleeve 73 is rotatably connected to the inner wall of the wear-resistant cover 33. The design of the wear-resistant rotating sleeve 73 and the wear-resistant cover 33 can improve the wear resistance and facilitate subsequent maintenance and replacement, which can further extend the service life of the main beam assembly 2 and the bracket 3. Optionally, a weight reduction hole is opened at the end of the rotating wheel 72 to further reduce the weight and improve the transmission flexibility.

[0055] In addition, the pin shaft 8 can be fixed in the bracket 3 by means of a pin shaft sleeve 81 and a nut 82. The pin shaft sleeve 81 is sleeved on both ends of the pin shaft 8 and is arranged on both outer sides of the bracket 3. The nut 82 is threadedly connected to the pin shaft 8 to fix the pin shaft sleeve 81. This split structural design can reduce the manufacturing difficulty, improve the assembly accuracy, and also facilitate the maintenance and replacement of parts.

[0056] Reference Figure 2 In a preferred embodiment, a curved guide surface 35 is provided on the side of the bracket 3 facing the curved surface of the cylindrical rotating member 7, which helps to guide the air flow to flow smoothly, reduce air flow resistance, and improve heat dissipation efficiency.

[0057] Reference Figure 1 and Figure 2 Furthermore, the bracket 3 is provided with a baffle 36 above the airflow channel 32, and the baffle 36 isolates the upper and lower areas of the bracket 3, ensures that the airflow flows along the predetermined path of the airflow channel 32, and can also enhance the strength of the bracket 3. Optionally, the bracket 3 is provided with a closing 37 above the airflow channel 32, which can effectively reduce the space occupied by the bracket 3 and further reduce the weight of the air suspension system.

[0058] The implementation principle of this embodiment is as follows: during the bumping of the car, the main beam assembly 2 rotates relative to the bracket 3, driving the telescopic deflector 6 to reciprocate and extend, and the airflow flows into the bracket 3 through the telescopic deflector 6 and flows out from the bottom of the bracket 3, thereby accelerating the air flow between the bracket 3 and the rotating part of the main beam assembly 2, thereby reducing the temperature between the rotating parts, reducing its thermal expansion and contraction, and extending its service life; at the same time, since the airflow channel 32 extends downward, the downward airflow can block impurities such as mud splashing close to the rotating parts, reducing the adhesion of impurities. In addition, when encountering a large degree of bumps, the airflow has a strong impact force, which can wash away impurities such as mud attached to the rotating parts, reduce the influence of impurities on the rotating parts, and improve the transmission efficiency between the main beam assembly 2 and the bracket 3.

[0059] The above are all preferred embodiments of the present application, and the protection scope of the present application is not limited thereto. Therefore, any equivalent changes made according to the structure, shape, and principle of the present application should be included in the protection scope of the present application.

Claims

1. An air suspension system, characterized in that: include: A main beam assembly (2) used for being fixedly connected to the axle (1); The bracket (3) is arranged in a box-like manner, and a movable opening (31) is opened on one side of the bracket (3). One end of the main beam assembly (2) passes through the movable opening (31) and extends into the bracket (3) and is rotatably connected to the inner wall opposite to the bracket (3). An air flow channel (32) communicating with the movable opening (31) is formed between the end of the main beam assembly (2) and the inner wall of the bracket (3), and the air flow channel (32) extends downward out of the bracket (3); A shock absorber (4), one end of which is hinged to the bracket (3), and the other end of which is hinged to the main beam assembly (2); A shock-absorbing airbag (5) is installed at one end of the main beam assembly (2) away from the bracket (3); A telescopic deflector (6) is hinged at one end to the bracket (3) and at the other end to the main beam assembly (2); an air inlet (61) is provided on a side of the telescopic deflector (6) away from the movable opening (31); a first air outlet (62) is provided on a side of the telescopic deflector (6) close to the movable opening (31); both the air inlet (61) and the first air outlet (62) are provided with a one-way valve so that gas enters from the air inlet (61) and exits from the first air outlet (62) during the telescopic deflector (6) extension and retraction process; the first air outlet (62) faces the movable opening (31).

2. An air suspension system according to claim 1, characterized in that: A wear-resistant cover (33) is fixed to the inner wall of the bracket (3), a columnar rotating member (7) is provided at the end of the main beam assembly (2), and the wear-resistant cover (33) covers the end of the columnar rotating member (7) and is rotatably connected to the outer surface of the columnar rotating member (7).

3. An air suspension system according to claim 2, characterized in that: A semi-ring limiting portion (34) is provided on the end side of the wear-resistant cover (33); the inner wall of the semi-ring limiting portion (34) is rotatably connected to the curved surface of the cylindrical rotating member (7); the outer wall of the cylindrical rotating member (7) is connected to a limiting boss (71); the side edge of the limiting boss (71) can abut against the side edge of the semi-ring limiting portion (34) to limit the rotation angle between the main beam assembly (2) and the bracket (3).

4. An air suspension system according to claim 2, characterized in that: The cylindrical rotating member (7) comprises a rotating wheel (72) and a wear-resistant rotating sleeve (73); the rotating wheel (72) is rotatably connected to the bracket (3) via a pin shaft (8); the wear-resistant rotating sleeve (73) is sleeved on the outer circumference of the rotating wheel (72); and the outer wall of the wear-resistant rotating sleeve (73) is rotatably connected to the inner wall of the wear-resistant cover (33).

5. An air suspension system according to claim 2, characterized in that: An arc-shaped flow-guiding surface (35) is provided on the side of the bracket (3) facing the curved surface of the cylindrical rotating member (7).

6. The air suspension system according to claim 1, characterized in that: The direction of the airbag tangent formed between the outer wall of the shock-absorbing airbag (5) and the air inlet hole (61) is the same as the axial direction of the air inlet hole (61).

7. An air suspension system according to claim 1, characterized in that: A second air outlet (63) is provided on the side wall of the telescopic deflector (6), a one-way valve is provided in the second air outlet (63), and the second air outlet (63) faces the hinged portion between the shock absorber (4) and the bracket (3).

8. An air suspension system according to claim 1, characterized in that: The main beam assembly (2) is welded with a connecting piece (21), the connecting piece (21) is welded to the axle (1), the contact area between the connecting piece (21) and the axle (1) is larger than the contact area between the connecting piece (21) and the main beam assembly (2), one end of the shock absorber (4) is hinged to the bracket (3), and the other end is hinged to the connecting piece (21), and the telescopic deflector (6) is installed between the middle part of the main beam assembly (2) and the middle part of the bracket (3).

9. An air suspension system according to claim 8, characterized in that: The connecting piece (21) is a semi-ring connecting piece.

10. An air suspension system according to claim 1, characterized in that: The bracket (3) is provided with a baffle (36) above the air flow channel (32).

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