Large-deflection large-torsion air spring combined damping device with damper

Abstract

The invention discloses a large-deflection large-torsion air spring and damper combined damping device which comprises a damper assembly and an air spring leather bag, the damper assembly comprises a top seat, a torsion piston barrel, a cylinder barrel and a piston rod, top rubber is installed in a top seat hole of the top seat, the top end of the piston rod is connected with the top rubber through a damper nut, and the air spring leather bag is arranged in the cylinder barrel. A buffer block used for assisting the flexible supporting piston rod is further arranged in a top seat hole of the top seat. The cylinder barrel is sleeved with a torsion piston barrel, the outer wall of the lower middle portion of the cylinder barrel protrudes outwards to be provided with a bearing support, a rotating bearing is fixed to the bearing support and comprises two bearing parts which are in rotating fit with each other, one bearing part is connected with the cylinder barrel, and the other bearing part is connected with the torsion piston barrel. And an air spring leather bag is hermetically connected between the torsion piston cylinder and the top seat. The damping device can adapt to large deflection and large torsion damping conditions when a vehicle jolts, the air spring leather bag is effectively protected, and the service life of the whole device is prolonged.

Description

Technical Field

[0001] The invention relates to the technical field of an air spring with a shock absorber assembly structure for a passenger car suspension, and in particular to a combined shock absorbing device of a large deflection and large torsion air spring with a shock absorber. Background Art

[0002] The upper end of the passenger car air spring with shock absorber assembly is connected to the vehicle body, and the lower end is connected to the chassis bracket. The height of the vehicle body can be adjusted by inflation or deflation. When passing through rough roads, speed bumps, etc., the vehicle body can be raised to increase ground clearance and improve passability; when driving at high speeds, the vehicle body can be lowered to lower the center of gravity, reduce wind resistance, improve driving stability and fuel economy, and facilitate loading and unloading of goods and boarding and exiting of drivers and passengers. It is an important part of the passenger car chassis suspension system. The air spring or shock absorber absorbs and filters the bumps and vibrations from the road, providing a comfortable riding environment for the passengers in the car, and can automatically adjust the stiffness according to the changes in load, and maintain a good shock absorption effect when empty or fully loaded.

[0003] With the improvement of people's living standards, rugged mountain roads, beaches, and the requirements for off-road performance of vehicles are becoming more and more stringent; therefore, the air spring and shock absorber combination appears. Under the demand for improved off-road performance, how the vehicle shock absorption can cope with the problem of large torsion and large deflection is a key link in improving off-road shock absorption performance, and it is also a prominent problem faced by shock absorption in the industry. Existing air springs cannot withstand large torsion and deflection angles. If they are in large torsion and deflection angle conditions for a long time, the fatigue performance of the air spring bladder will be greatly affected, which will also affect the performance of the air spring and shock absorber combination; how the air spring overcomes the problem of large deflection and large torsion is the technical bottleneck of the air spring in vehicle shock absorption, which is not conducive to the promotion and application of air springs, and is a technical problem that needs to be solved urgently. Summary of the invention

[0004] The purpose of the present invention is to overcome the technical problem that the existing air springs cannot adapt to large deflection and large torsion, and to provide a combined shock absorbing device of a large deflection and large torsion air spring with a shock absorber, which can adaptively cope with the large deflection and large torsion shock absorption of the vehicle during bumps.

[0005] The purpose of the present invention is achieved through the following technical solutions:

[0006] A combined shock-absorbing device with a large-deflection and large-torsion air spring and a shock absorber, comprising a shock absorber assembly and an air spring bladder, the shock absorber assembly comprising a top seat, a torsion piston barrel, a cylinder barrel and a piston rod arranged in the cylinder barrel, the top seat center having a top seat hole, a top rubber being installed in the top seat hole of the top seat, the top end of the piston rod being connected to the top rubber through a shock absorber nut, and a buffer block for assisting in the flexible support of the piston rod being arranged in the top seat hole of the top seat; the torsion piston barrel is sleeved on the outside of the cylinder barrel, the lower and middle outer walls of the cylinder barrel protrude outwardly and have a bearing support, a rotary bearing is fixed on the bearing support, the rotary bearing comprises two bearing parts that rotate with each other, one of the bearing parts is connected to the cylinder barrel, and the other bearing part is connected to the torsion piston barrel; the air spring bladder is provided in a sealing connection between the torsion piston barrel and the top seat.

[0007] In order to better implement the present invention, the two bearing parts of the rotary bearing are bearing A and bearing B respectively. The bearing A is connected and fixed to the inner cylinder wall of the lower end of the torsion piston cylinder through a sway torsion bushing, and the bearing B is connected and fixed to the bearing support.

[0008] Preferably, a buffer limit sleeve is installed at the top of the cylinder barrel, and the buffer block and the buffer limit sleeve form a lifting buffer distance; a swing distance space is formed between the outer wall of the buffer limit sleeve and the inner wall of the top of the torsion piston barrel.

[0009] Preferably, a protective sleeve is connected to the outside of the torsion piston cylinder via a protective sleeve connecting pillar, and a bladder activity space is formed between the inner wall of the protective sleeve and the outer wall of the torsion piston cylinder.

[0010] Preferably, a dust cover is sleeved on the outside of the torsional piston cylinder, the bottom end of the dust cover is connected to the bearing support, and the top end of the dust cover is tightly connected to the bottom end of the casing through a clamp.

[0011] Preferably, the top end of the air spring bellows is fixed to the outer side wall of the lower end of the top seat by a buckling ring A, and the bottom end of the air spring bellows is fixed to the outer side wall of the upper end of the torsion piston cylinder by a buckling ring B.

[0012] Preferably, the yaw torsion bushing is composed of a metal sleeve frame, a rubber layer and a flange surface metal frame from the inside to the outside. The flange surface metal frame is connected and fixed to the inner cylinder wall of the lower end of the torsion piston cylinder. Several sealing rings B are provided between the flange surface metal frame and the inner wall of the torsion piston cylinder.

[0013] Preferably, the metal sleeve frame is in dynamic contact with the cylinder barrel, the lower end of the metal sleeve frame has a notch, a retaining ring B is provided at the lower part of the notch of the metal sleeve frame, and a sealing ring C is installed at the upper part of the notch of the metal sleeve frame.

[0014] Preferably, a top cover is connected to the top of the top seat hole of the top seat via a hexagon socket locking screw, and the top cover completely encloses the shock absorber nut; a retaining ring A and a sealing ring A matching the top cover are provided in the top seat hole of the top seat.

[0015] Preferably, the top end of the casing is turned outward to have a flange structure.

[0016] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0017] (1) The present invention can adaptively cope with large deflection and large torsional shock absorption when the vehicle is bumpy, so that the combined shock absorbing device can adapt to a deflection angle of more than 7° and a torsion angle of more than 10°, effectively protecting the air spring bladder and increasing the service life of the entire device.

[0018] (2) The present invention is designed with an innovative structure for dealing with deflection and torsion. When adaptive deflection is required, the end of the piston rod deflects at the center of the top rubber, and the piston rod, cylinder, air spring bladder and other components adaptively deflect together. The air spring bladder and shock absorber assembly can cope with the deflection movement caused by road bumps, effectively protecting the air spring bladder and other components. When adaptive torsion is required, the air spring bladder and the torsion piston cylinder constitute the outer torsion unit, and the cylinder constitutes the inner torsion unit. The bearing A of the rotating bearing is connected to the outer torsion unit, and the bearing B of the rotating bearing is connected to the inner torsion unit. The bearings A and B are torsionally matched with each other to absorb different degrees of torsion forces, realize the torsion protection effect on the air spring bladder, and improve the structural performance and service life of the air spring bladder and shock absorber assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a schematic diagram of the structure of the air spring and shock absorber combined shock absorbing device of the present invention;

[0020] Figure 2 It is a schematic diagram of the deflection working principle of the present invention;

[0021] Figure 3 It is a schematic diagram of the torsion working principle of the present invention;

[0022] Figure 4 It is a structural schematic diagram of the main structure of the shock absorber assembly of the present invention;

[0023] Figure 5 It is a structural schematic diagram of the yaw torsion bushing;

[0024] Figure 6 It is a schematic diagram of the structure of the casing.

[0025] The names corresponding to the reference numerals in the accompanying drawings are:

[0026] 1-hexagon socket locking screw, 2-top cover, 3-retaining ring A, 4-sealing ring A, 5-top seat, 6-shock absorber nut, 7-top rubber, 8-pressure retaining valve, 9-pressing ring A, 10-buffer block, 11-air spring bladder, 12-inner pressure ring, 13-casing, 131-flanged structure, 14-torsion piston cylinder, 15-pressing ring B, 16-sway torsion bushing, 161-metal sleeve skeleton, 162-rubber layer, 163-flange surface metal skeleton, 17-sealing ring B, 18-sealing ring C, 19-retaining ring B, 20-rotating bearing, 201-bearing A, 202-bearing B, 21-dust cover, 22-clamp, 23-shock absorber assembly, 231-bearing support, 232-cylinder, 2321-buffer limit sleeve, 233-piston rod. DETAILED DESCRIPTION

[0027] The present invention is further described in detail below in conjunction with embodiments:

[0028] Example

[0029] like Figure 1 to Figure 6 As shown, a combined shock absorbing device of a large deflection and large torsion air spring with a shock absorber includes a shock absorber assembly 23 and an air spring bladder 11. The shock absorber assembly 23 includes a top seat 5, a torsion piston cylinder 14, a cylinder 232 and a piston rod 233 arranged in the cylinder 232 (the shock absorber assembly 23 of the present invention can adopt an existing mature shock absorber. The present invention only shows the main components of the shock absorber assembly 23. Some shock absorbers include structures such as solenoid valves, which are not illustrated in the figure). The top seat 5 has a top seat hole in the center, and a The top rubber 7 and the top seat 5 are preferably provided with a pressure-maintaining valve 8, the top end of the piston rod 233 is connected to the top rubber 7 through a shock absorber nut 6 (the top rubber 7 is a flexible structure, and the piston rod 233 can perform eccentric motion), and a buffer block 10 for assisting in the flexible support of the piston rod 233 is also provided in the top seat hole of the top seat 5 (the buffer block 10 is made of flexible material, and when the piston rod 233 eccentrically moves, the buffer block 10 performs adaptive flexible cooperation; the buffer block 10 of the present invention consists of a main body and a reinforcement ring, the main body is made of PU material, and the reinforcement ring is made of aluminum alloy material). The cylinder 232 is externally sleeved with a torsion piston cylinder 14. The outer wall of the middle and lower part of the cylinder 232 (i.e., the middle and lower part of the cylinder 232, which can also be the middle or lower part) protrudes outward and has a bearing support 231 (the bearing support 231 is designed with a 1mm groove for assembling the rotation bearing 20). The rotation bearing 20 (the material is selected as polytetrafluoroethylene) is fixed on the bearing support 231. The rotation bearing 20 includes two bearing parts that rotate with each other, one of which is connected to the cylinder 232, and the other is connected to the torsion piston cylinder 14. Figure 2As shown, the two bearing parts of the rotary bearing 20 are bearing A201 and bearing B202 respectively. Bearing A201 is connected and fixed to the inner cylinder wall of the lower end of the torsion piston cylinder 14 through the yaw torsion bushing 16, and bearing B202 is connected and fixed to the bearing support 231.

[0030] An air spring bladder 11 (the bladder skin is made of NR+CR material, and the thickness of the bladder skin is controlled to be about 3mm) is provided between the torsional piston cylinder 14 and the top seat 5 in a sealed connection; Figure 1 As shown, the top of the air spring bladder 11 is fixed to the outer wall of the lower end of the top seat 5 by a buckling ring A9, and the bottom of the air spring bladder 11 is fixed to the outer wall of the upper end of the torsion piston cylinder 14 by a buckling ring B15. Preferably, a plurality of inner pressure rings 12 (the inner pressure rings 12 can be connected to the buffer block 10) are also provided inside the air spring bladder 11 as internal supports.

[0031] The top of the cylinder 232 of the present invention is provided with a buffering limit sleeve 2321, and the buffer block 10 and the buffering limit sleeve 2321 form a lifting buffering distance. A deflection spacing space is formed between the outer wall of the buffering limit sleeve 2321 and the inner wall of the top of the torsion piston cylinder 14.

[0032] In some embodiments, a casing 13 is connected to the outside of the torsion piston cylinder 14 through a casing connecting pillar (the casing 13 has a wall thickness of 2.5 mm, is made of 6061, has a tensile strength ≥ 150 MPa, and a yield strength ≥ 100 MPa). Preferably, the top of the casing 13 is turned outward and has a flange structure 131 (the flange angle is adapted to the air spring bladder 11, and the flange angle is tangent to the expanded outer diameter after the bladder is inflated, which has a greater protective effect on the deflection and torsional fatigue of the bladder. In the working state, the arc sizes are tangent to protect the deflection and torsion of the air spring bladder 11, and prevent sand and dust from entering the gap between the casing 13 and the air spring bladder 11, thereby preventing wear of the air spring bladder 11). A bladder activity space is formed between the inner wall of the casing 13 and the outer wall of the torsion piston cylinder 14. A dust cover 21 is sleeved on the outside of the torsion piston cylinder 14 , the bottom end of the dust cover 21 is connected to the bearing support 231 , and the top end of the dust cover 21 is tightly connected to the bottom end of the casing 13 via a clamp 22 .

[0033] In some embodiments, Figure 5 As shown, the yaw torsion bushing 16 is composed of a metal sleeve skeleton 161, a rubber layer 162 (the rubber material is natural rubber NR) and a flange surface metal skeleton 163 from the inside to the outside. The flange surface metal skeleton 163 is connected and fixed to the inner cylinder wall of the lower end of the torsion piston cylinder 14. A number of sealing rings B17 are arranged between the flange surface metal skeleton 163 (the material of the flange surface metal skeleton 163 in this embodiment can be 6061#) and the inner wall of the torsion piston cylinder 14.

[0034] In some embodiments, Figure 1As shown, the metal sleeve frame 161 is in dynamic contact with the cylinder 232, the lower end of the metal sleeve frame 161 has a notch, the lower part of the notch of the metal sleeve frame 161 is provided with a retaining ring B19, and the upper part of the notch of the metal sleeve frame 161 is installed with a sealing ring C18. The top of the top seat hole of the top seat 5 is connected with a top cover 2 through a hexagon socket locking screw 1, and the top cover 2 completely encloses the shock absorber nut 6. The top seat hole of the top seat 5 is provided with a retaining ring A3 and a sealing ring A4 that match the top cover 2.

[0035] When in use, the bottom of the shock absorber assembly 23 (specifically, the cylinder 232) is connected to the wheel connection support of the passenger car or vehicle (the wheel hub of the passenger car or vehicle is provided with a wheel connection support), and the top cover or top seat 5 is connected to the vehicle body. When the vehicle encounters a rough road surface, a speed bump, etc., Figure 2 As shown, the end of the piston rod 233 deflects at the center of the top rubber 7, and the piston rod 233, the cylinder 232, the air spring bladder 11 and other components deflect adaptively together, and the air spring bladder 11 and the shock absorber assembly 23 can cope with the deflection movement caused by road bumps, effectively protecting the air spring bladder 11 and other components. Figure 3 As shown, if the vehicle bumps and the wheel twists, the air spring bladder 11 and the torsion piston cylinder 14 constitute an outer torsion unit, and the cylinder 232 constitutes an inner torsion unit. The bearing A201 of the rotating bearing 20 is connected to the outer torsion unit, and the bearing B202 of the rotating bearing 20 is connected to the inner torsion unit. The bearings A201 and B202 rotate with each other (i.e., torsion fit) to absorb torsional forces of varying degrees, thereby effectively protecting the air spring bladder 11 (the air spring has a relatively small torsion, so the torsion protects the bladder 11 of the air spring assembly and increases the service life of the air spring bladder 11) and the shock absorber assembly 23.

[0036] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A combined shock absorbing device with a large deflection and large torsion air spring and a shock absorber, characterized in that: The invention comprises a shock absorber assembly (23) and an air spring bladder (11), wherein the shock absorber assembly (23) comprises a top seat (5), a torsion piston cylinder (14), a cylinder (232) and a piston rod (233) arranged in the cylinder (232), wherein the top seat (5) has a top seat hole at its center, a top rubber (7) is installed in the top seat hole of the top seat (5), the top end of the piston rod (233) is connected to the top rubber (7) via a shock absorber nut (6), and a buffer block (10) for assisting in the flexible support of the piston rod (233) is also provided in the top seat hole of the top seat (5). The torsion piston cylinder (14) is sleeved on the outside of the cylinder (232); the lower outer wall of the cylinder (232) protrudes outward and has a bearing support (231); a rotary bearing (20) is fixed on the bearing support (231); the rotary bearing (20) includes two bearing parts that are rotatably matched with each other, one of which is connected to the cylinder (232) and the other is connected to the torsion piston cylinder (14); the air spring bladder (11) is sealed and connected between the torsion piston cylinder (14) and the top seat (5).

2. The combined shock absorbing device of a large deflection and large torsion air spring with a shock absorber according to claim 1, characterized in that: The two bearing parts of the rotary bearing (20) are respectively a bearing A (201) and a bearing B (202); the bearing A (201) is connected and fixed to the inner cylinder wall at the lower end of the torsion piston cylinder (14) via a sway torsion bushing (16); and the bearing B (202) is connected and fixed to a bearing support (231).

3. The combined shock absorbing device of a large deflection and large torsion air spring with a shock absorber according to claim 1, characterized in that: A buffer limit sleeve (2321) is installed at the top end of the cylinder barrel (232); the buffer block (10) and the buffer limit sleeve (2321) form a lifting buffer spacing; and a swing spacing space is formed between the outer wall of the buffer limit sleeve (2321) and the inner wall of the top end of the torsion piston barrel (14).

4. The combined shock absorbing device of a large deflection and large torsion air spring with a shock absorber according to claim 1, characterized in that: The outer portion of the torsion piston cylinder (14) is connected to a protective cylinder (13) via a protective cylinder connecting support, and a bladder activity space is formed between the inner wall of the protective cylinder (13) and the outer wall of the torsion piston cylinder (14).

5. The combined shock absorbing device of a large deflection and large torsion air spring with a shock absorber according to claim 4, characterized in that: The torsion piston cylinder (14) is provided with a dust cover (21) on the outside, the bottom end of the dust cover (21) is connected to the bearing support (231), and the top end of the dust cover (21) is tightly connected to the bottom end of the casing (13) via a clamp (22).

6. The combined shock absorbing device of a large deflection and large torsion air spring with a shock absorber according to claim 1, characterized in that: The top end of the air spring bladder (11) is fixed to the outer side wall of the lower end of the top seat (5) by means of a clamping ring A (9), and the bottom end of the air spring bladder (11) is fixed to the outer side wall of the upper end of the torsion piston cylinder (14) by means of a clamping ring B (15).

7. The combined shock absorbing device of a large deflection and large torsion air spring with a shock absorber according to claim 2, characterized in that: The deflection torsion bushing (16) is composed of a metal sleeve frame (161), a rubber layer (162) and a flange surface metal frame (163) from the inside to the outside, the flange surface metal frame (163) is connected and fixed to the inner cylinder wall of the lower end of the torsion piston cylinder (14), and a plurality of sealing rings B (17) are provided between the flange surface metal frame (163) and the inner wall of the torsion piston cylinder (14).

8. The combined shock absorbing device of a large deflection and large torsion air spring with a shock absorber according to claim 7, characterized in that: The metal sleeve frame (161) is in dynamic contact with the cylinder barrel (232), the lower end of the metal sleeve frame (161) has a notch, a retaining ring B (19) is provided at the lower part of the notch of the metal sleeve frame (161), and a sealing ring C (18) is installed at the upper part of the notch of the metal sleeve frame (161).

9. The combined shock absorbing device of a large deflection and large torsion air spring with a shock absorber according to claim 1, characterized in that: The top of the top seat hole of the top seat (5) is connected to a top cover (2) via a hexagon socket locking screw (1), and the top cover (2) completely encloses the shock absorber nut (6); a retaining ring A (3) and a sealing ring A (4) matching with the top cover (2) are provided in the top seat hole of the top seat (5).

10. The combined shock absorbing device of a large deflection and large torsion air spring with a shock absorber according to claim 4, characterized in that: The top end of the protective tube (13) is turned outward and has a flange structure (131).

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