Decoupling type double-throttling-hole air spring assembly

Abstract

The invention relates to a decoupling type double-throttling-hole air spring assembly, and aims to solve the problem of'whistling 'caused by high-speed turning airflow. The gas chamber comprises a gas bag, a base, a piston and a separation assembly, the separation assembly divides the gas chamber into a main gas chamber and an additional gas chamber and is provided with a compression / stretching throttling hole communicating the main gas chamber with the additional gas chamber and corresponding first / second opening and closing assemblies; a wave-shaped decoupling film is installed in the separation assembly, a curved surface structure of the wave-shaped decoupling film disperses airflow energy and reduces noise, and a receding hole ensures normal work of a throttling hole. A sliding valve element (a valve rod, a valve head, an elastic piece and the like) is adopted in the opening and closing assembly, the valve rod is pushed by air pressure to slide to control opening and closing of a main runner hole, and linear adjustment of the airflow circulation area is achieved by combining double-path conduction of an auxiliary runner hole and a side air hole. According to the scheme, the low-noise and high-precision damping adjusting effect is achieved through buffering noise reduction of the decoupling film and precise control of the independent opening and closing assembly.

Description

Technical Field

[0001] The present invention particularly relates to a decoupled double-throttle hole air spring assembly. Background Art

[0002] Most existing air springs have a single-chamber structure, resulting in high average dynamic stiffness and difficulty meeting ride comfort requirements. Consequently, air springs with "additional air chambers" have emerged on the market. For example, document CN119289020A discloses a gas-damped, independent air spring. This spring primarily comprises an airbag, a piston, and a base, with an auxiliary air chamber (equivalent to an additional air chamber) added within the piston cavity. A partition is mounted at the end of the piston, with compression and tension throttle holes defined on the partition. Elastic valve discs and adjusting bolts are positioned at each throttle hole. The air chamber pressure pushes the elastic valve disc away from the partition, opening the corresponding throttle hole (this is primarily determined by the direction of the air pressure) to adjust the stiffness.

[0003] The prior art has the following technical defects: First of all, the airflow is not only fast, but also changes direction quickly. Therefore, when the airflow passes through the throttle hole, the impact of the high-speed airflow will produce a loud "whistling sound". The valve plate will intensify the airflow vibration under the impact of the airflow, further amplifying the noise and exacerbating the driving discomfort.

[0004] Secondly, it relies on the deformation of the "elastic valve plate" to seal or open the throttle orifice, which cannot accurately control the effective flow area of the throttle orifice. The damping force adjustment performance is poor and cannot meet the needs of large changes in road conditions. At the same time, because the sheet-like elastic valve plate is prone to fatigue failure under long-term high-frequency vibration, the valve plate is prone to jamming or rebound delay, which directly affects the response speed of the air spring. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to address the deficiencies of the above-mentioned prior art and provide a decoupled double-throttle hole air spring assembly. By adding a wavy decoupling membrane, the "whistling sound" problem caused by high-speed directional airflow in the prior art is solved.

[0006] To achieve the above-mentioned objectives, the present invention provides the following technical solutions: a decoupled double-throttle hole air spring assembly, comprising an airbag, one end of the airbag is connected to a base, the other end is connected to a piston, the airbag and the piston form a gas chamber, the end of the piston facing the airbag is connected to a partition component, the partition component divides the gas chamber into a main air chamber distributed in the airbag and an additional air chamber distributed in the piston, the partition component is provided with a plurality of groups of throttle holes connecting the main air chamber and the additional air chamber, each group of throttle holes is provided with an opening and closing component for controlling the opening and closing of the throttle holes, and is characterized in that: the partition component is provided with an installation cavity arranged in a direction perpendicular to the axis of the throttle hole, the installation cavity is connected to each group of throttle holes, a wavy decoupling membrane is provided in the installation cavity, and the decoupling membrane is provided with a yield hole corresponding to each group of throttle holes.

[0007] With the above technical solution, when airflow is generated between the main air chamber and the additional air chamber due to the pressure difference, the airflow passes through the throttle hole and the mounting cavity connected to it. When the high-speed airflow passes through the throttle hole, it will contact the curved surface of the wavy decoupling membrane. The curved surface structure disperses the concentrated airflow energy into multiple small vortices (reducing the peak flow velocity). The airflow then diffuses smoothly along the trough area, avoiding local turbulence accumulation and effectively reducing the generation of "whistling sounds". The wavy decoupling membrane can absorb the impact energy of the airflow and reduce the turbulence intensity between the airflow and the wall of the throttle hole. At the same time, the purpose of the yield hole of the decoupling membrane is to "prevent the decoupling membrane from blocking" the throttle hole and ensure that the throttle hole works normally under the action of the opening and closing component.

[0008] The above-mentioned decoupled double throttle hole air spring assembly can be further configured as follows: the partition component includes an upper partition plate and a lower partition plate arranged relatively to each other, the upper partition plate is provided with an upper groove on the end surface facing the lower partition plate, and the lower partition plate is provided with a lower groove on the end surface facing the upper partition plate, and the upper groove and the lower groove together constitute an installation cavity.

[0009] The aforementioned technical solution utilizes a grooved design to precisely position the decoupling membrane, preventing it from shifting or wrinkling under the impact of high-frequency airflow, ensuring that the wavy structure maintains maximum contact area with the airflow. The split construction of the upper and lower partitions reduces processing complexity and facilitates installation and removal of the decoupling membrane.

[0010] The above-mentioned decoupled double throttle hole air spring assembly can be further configured as follows: an annular ridge is also provided on the end face of the lower partition plate facing the upper partition plate, the outer peripheral surface of the annular ridge is inclined toward the side away from the center of the annular ridge, and the inner peripheral surface of the annular ridge is inclined toward the side close to the center of the annular ridge, and the upper partition plate is provided with an annular embedded groove adapted to the annular ridge.

[0011] By adopting the above technical solution, the inner and outer peripheral surfaces of the annular convex strip are respectively inclined to form a "dovetail" structure. After the annular convex strip is inserted into the annular embedded groove, self-locking is formed between the upper partition plate and the lower partition plate. The lower partition plate will not be separated from the upper partition plate due to the action of air pressure, and the two are firmly connected.

[0012] The above-mentioned decoupled double-throttle hole air spring assembly can be further configured as follows: an inner annular groove is also provided at the end of the piston facing the airbag, a limit stop surface is provided at the upper end of the inner annular groove, and the upper partition plate is fixed in the inner annular groove and the upper end surface of the upper partition plate is in contact with the limit stop surface.

[0013] With this technical solution, the inner annular groove is not only used to mount the partition assembly (the outer periphery of the upper partition plate can be fixed to the inner annular groove by a tight fit or welding). Furthermore, the axial length from the lower end of the inner annular groove to the inner annular groove is consistent with the length of the lower end of the opening and closing assembly, or the axial length from the lower end of the inner annular groove to the inner annular groove exceeds the length of the opening and closing assembly. This prevents the opening and closing assembly from scratching or bumping against the airbag or base when the airbag expands or contracts, thus protecting the airbag and base.

[0014] The above-mentioned decoupled dual throttle hole air spring assembly can be further configured as: several groups of throttle holes include at least one group of compression throttle holes and at least one group of tension throttle holes, each group of tension throttle holes is provided with a first opening and closing component for controlling the opening and closing of the tension throttle holes, and each group of compression throttle holes is provided with a second opening and closing component for controlling the opening and closing of the compression throttle holes.

[0015] With this technical solution, the number of compression and tension orifices can be adjusted based on actual conditions, typically each consisting of a single group. Regardless of whether air flows through the compression or tension orifices, the wavy decoupling membrane buffers the flow, eliminating the noise generated by high-speed air pressure passing through the compression orifices. Furthermore, the orifices open and close independently in both operating conditions, ensuring that the airflow direction aligns with the movement of the opening and closing components. Furthermore, the decoupling membrane maintains a stable buffering effect against airflow in different directions, ultimately achieving low-noise, high-precision damping adjustment.

[0016] The above-mentioned decoupled dual-throttle hole air spring assembly can be further configured as follows: the first opening and closing component includes a first valve body and a first valve core, a first sliding hole is provided in the first valve body, the first valve core includes a first valve stem slidably installed in the first sliding hole, a first valve head connected to one end of the first valve stem, the other end of the first valve stem is connected to a first elastic member, the end of the first elastic member away from the first valve stem abuts against a first limit member connected to a built-in through hole, a first main flow channel hole corresponding to the first valve head is also provided in the first valve body, one end of the first main flow channel hole is connected to the stretch throttling hole, the first valve core is provided with a first air passage, and the first air passage is connected to the main air chamber; when the first valve head blocks the first main flow channel hole, the first air passage is not connected to the first main flow channel hole, and when the first valve head does not block the first main flow channel hole, the first air passage is connected to the other end of the first main flow channel hole.

[0017] With the above technical solution, when the air spring is in a tensioning condition (additional air chamber pressure > main air chamber pressure), the additional air chamber pressure acts on the first valve head, pushing the first valve stem to slide along the first sliding hole away from the first main channel hole, compressing the first elastic member. The first valve head gradually moves away from the first main channel hole, and the air flow passes through the tension throttle hole, the first main channel hole, the first air passage in sequence, and finally flows into the main air chamber. In summary, the air flow rate is determined by the sliding displacement of the first valve stem (i.e., the compression of the first elastic member). The higher the air pressure, the greater the displacement and the larger the flow area, thus achieving linear adjustment of the effective flow area of the first main channel hole. The linear motion of the sliding pair (valve stem and sliding hole) is free of bending deformation, which completely solves the technical problem of "valve plate jamming or rebound delay" in the prior art, thereby improving the damping adjustment performance.

[0018] The above-mentioned decoupled dual-throttle hole air spring assembly can be further configured as follows: the first air passage includes a first air passage passing through the first valve stem and a second air passage arranged in the first valve head, the first air passage is connected to the second air passage, the side wall of the first valve head is provided with several groups of first side air holes, each of which is respectively connected to the second air passage, the first valve body is further provided with a first secondary flow channel hole distributed between the first sliding hole and the first main flow channel hole, the outer diameter of the first valve head is smaller than the inner diameter of the first secondary flow channel hole, and the outer diameter of the first valve head is larger than the inner diameter of the first main flow channel hole, the inner diameter of the first air channel is larger than the inner diameter of the second air channel, the first elastic member is inserted into the first air channel, and one end of the first elastic member is in contact with the inner end of the first air channel, and the other end of the first elastic member is in contact with the first limiting member, a first retaining spring is provided on the side of the first limiting member away from the first elastic member, and a first annular retaining groove is provided on the inner wall of the first sliding hole, and the first retaining spring is installed at the first annular retaining groove.

[0019] With this technical solution, when the pressure in the additional air chamber gradually increases and exceeds the preload force of the first elastic member, the first valve head gradually disengages from the first primary flow hole, and the first primary flow hole begins to flow. Simultaneously, the first valve head moves to the area of the first secondary flow hole (the first valve head outer diameter is less than the first secondary flow hole inner diameter). An annular gap forms between the first side air hole and the secondary flow hole, allowing airflow to flow through a dual path: the first primary flow hole and the first secondary flow hole. The gap area increases linearly with valve stem displacement (higher pressure, greater displacement, and larger flow area). The first secondary flow hole is designed to match the dimensional gradient of the first valve head (valve head outer diameter is less than the secondary flow hole inner diameter). After the first valve head disengages from the first primary flow hole, a variable gap is formed between the first secondary flow hole and the first side air hole, providing an auxiliary flow path for airflow and forming a "dual-path" airflow channel with the primary flow hole. By taking advantage of the characteristic that the gap area increases linearly with the displacement of the valve stem (the higher the air pressure, the greater the displacement, the larger the gap area), it achieves smooth incremental adjustment of the total flow area, avoiding sudden changes in pressure difference or discontinuous adjustment when a single main flow channel hole is connected, thereby improving the accuracy and stability of airflow control under stretching conditions.

[0020] The above-mentioned decoupled dual-throttle hole air spring assembly may be further configured such that the end of the first valve head away from the first valve stem is tapered.

[0021] By adopting the above technical solution, the tapered structure cooperates with the opening of the first main flow channel hole, forming a line contact or a small area surface contact (compared to the surface contact of the traditional flat valve plate) when the valve head blocks the main flow channel hole, thereby avoiding leakage.

[0022] The above-mentioned decoupled dual-throttle hole air spring assembly can be further configured as: the second opening and closing component includes a second valve body and a second valve core, a second sliding hole is provided in the second valve body, the second valve core includes a second valve stem slidably installed in the second sliding hole, a second valve head connected to one end of the second valve stem, the other end of the second valve stem is connected to a second elastic member, the end of the second elastic member away from the second valve stem abuts against a second limiting member connected to a built-in through hole, a second main flow channel hole corresponding to the second valve head is also provided in the second valve body, one end of the second main flow channel hole is connected to the main air chamber, the second valve core is provided with a second air passage, and the second air passage is connected to the compression throttling hole; when the second valve head blocks the second main flow channel hole, the second air passage is not connected to the second main flow channel hole, and when the second valve head does not block the second main flow channel hole, the second air passage is connected to the other end of the second main flow channel hole.

[0023] With the above technical solution, when the air spring is in a compression condition (main air chamber pressure > additional air chamber pressure), the airflow acts on the second valve head through the second main flow channel, pushing the second valve stem to slide along the second sliding hole away from the main flow channel, compressing the second elastic member. The second valve head gradually moves away from the second main flow channel, and the airflow passes through the compression throttle hole, the second main flow channel, and the second air passage in sequence, and finally flows into the additional air chamber. The airflow rate is determined by the sliding displacement of the second valve stem (i.e., the compression amount of the second elastic member). The higher the air pressure, the greater the displacement and the larger the flow area, realizing dynamic adjustment of the damping force under compression conditions. This process ensures the strict separation of the airflow paths under compression and tension conditions through the cooperation of independent opening and closing components and the sliding valve core, ultimately achieving precise and stable damping adjustment.

[0024] The above-mentioned decoupled dual-throttle hole air spring assembly can be further configured as follows: the second air passage includes a third air passage passing through the second valve stem and a fourth air passage provided in the second valve head, the third air passage is connected to the fourth air passage, the side wall of the second valve head is provided with a plurality of groups of second side air holes, each of which is respectively connected to the fourth air passage, the second valve body is further provided with a second secondary flow passage hole distributed between the second sliding hole and the second main flow passage hole, the outer diameter of the second valve head is smaller than the inner diameter of the second secondary flow passage hole, and the outer diameter of the second valve head is larger than the inner diameter of the second main flow passage hole, the inner diameter of the third air passage is larger than the inner diameter of the fourth air passage, the second elastic member is inserted into the third air passage, and one end of the second elastic member is abutted and connected with the inner end of the third air passage, and the other end of the second elastic member is abutted and connected with the second limiting member, a second retaining spring is provided on the side of the second retaining member away from the second elastic member, a second annular retaining groove is provided on the inner wall of the second sliding hole, and the second retaining spring is installed in the second annular retaining groove.

[0025] With this technical solution, when the pressure in the main air chamber rises and exceeds the preload of the second elastic member, airflow acts on the second valve head, pushing the second valve stem to slide along the second sliding hole away from the second main flow hole. As the second valve stem slides, the second valve head gradually moves away from the second main flow hole, forming a variable gap between the second secondary flow hole and the second side air hole, providing an auxiliary conduction path for airflow and forming a "dual-path" airflow channel with the second main flow hole. This linear increase in gap area with the displacement of the second valve stem (the higher the air pressure, the greater the displacement, the larger the gap area) allows for smooth incremental adjustment of the total flow area, avoiding sudden pressure differential changes or discontinuous adjustment that occur when a single main flow hole is open, thereby improving the accuracy and stability of airflow control under tension conditions.

[0026] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 A schematic cross-sectional view of an embodiment of the present invention; Figure 2 Schematic cross-sectional view of a first opening and closing assembly according to an embodiment of the present invention; Figure 3 2 is a cross-sectional schematic diagram of a second opening and closing assembly according to an embodiment of the present invention; Figure 4 This is an exploded schematic diagram of a partition assembly according to an embodiment of the present invention; Figure 5 for Figure 1 A partial enlarged schematic diagram in the middle; Figure 6 This is an exploded schematic diagram of the first opening and closing component of an embodiment of the present invention.

[0028] Reference numerals: airbag 1, outer cover 2, base 3; piston 4, inner annular groove 4a, limit stop surface 4b; main air chamber 5, additional air chamber 6, compression throttle hole 7, tension throttle hole 8; first opening and closing component 9, first valve body 9a, first valve core 9b, first sliding hole 9c, first valve stem 9d, first valve head 9e, first elastic member 9f, first limit member 9g, first main flow channel hole 9h, first air channel 9i, second air channel 9j, first side air hole 9k, first auxiliary flow channel hole 9m, first retaining spring 9n; second Opening and closing assembly 10, second valve body 10a, second valve core 10b, second sliding hole 10c, second valve stem 10d, second valve head 10e, second elastic member 10f, second limit member 10g, second main flow channel hole 10h, third air channel 10i, fourth air channel 10j, second secondary flow channel hole 10k, second side air hole 10m, second retaining spring 10n; decoupling membrane 11; upper partition plate 12, upper groove 12a, annular embedded groove 12b; lower partition plate 13, lower groove 13a, annular ridge 13b. DETAILED DESCRIPTION

[0029] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0030] like Figures 1 to 6The decoupled dual-throttle air spring assembly shown includes an airbag 1 and a cover 2 sleeved around the outer periphery of the airbag 1. The airbag 1 is connected to a base 3 at one end and a piston 4 at the other end. The airbag 1 and the piston 4 form a gas chamber. A partition assembly is connected to the end of the piston 4 facing the airbag 1. The partition assembly divides the gas chamber into a main air chamber 5 distributed within the airbag 1 and an additional air chamber 6 distributed within the piston 4. The partition assembly is provided with a group of compression throttle holes 7 and a group of tension throttle holes 8 connecting the main air chamber 5 and the additional air chamber 6. Each group of tension throttle holes 8 is provided with a first opening and closing assembly 9 for controlling the opening and closing of the tension throttle holes 8. Each group of compression throttle holes 7 is provided with a second opening and closing assembly 10 for controlling the opening and closing of the compression throttle holes 7.

[0031] The partition assembly features a mounting cavity arranged perpendicular to the axis of the orifice, maintaining communication with each set of orifices. A wavy decoupling membrane 11 is installed within the mounting cavity, with a clearance hole corresponding to each set of orifices. When a pressure differential between the main air chamber 5 and the additional air chamber 6 generates airflow, it passes through the orifices and the connecting mounting cavity. As the high-speed airflow passes through the orifices, it encounters the curved surface of the wavy decoupling membrane 11. This structure disperses the concentrated airflow energy into multiple small vortices (reducing peak velocity). The airflow then smoothly diffuses along the troughs, preventing localized turbulence and effectively reducing the "whistling" sound. The wavy decoupling membrane 11 absorbs the impact energy of the airflow and reduces the turbulence intensity between the airflow and the orifice wall. Furthermore, the clearance holes in the decoupling membrane 11 prevent the membrane 11 from blocking the orifice, ensuring proper operation of the orifice under the control of the opening and closing assembly.

[0032] The partition assembly includes an upper partition plate 12 and a lower partition plate 13, positioned opposite each other. The upper partition plate 12 has an upper groove 12a on its end surface facing the lower partition plate 13, while the lower partition plate 13 has a lower groove 13a on its end surface facing the upper partition plate 12. Together, the upper and lower grooves 12a and 13a form a mounting cavity. The matching groove design allows for precise positioning of the decoupling membrane 11, preventing it from shifting or wrinkling under the impact of high-frequency airflow and ensuring that the wavy structure maintains maximum contact area with the airflow. The split structure of the upper and lower partition plates 13 reduces processing difficulty and facilitates installation and removal of the decoupling membrane 11.

[0033] An annular ridge 13b is also provided on the end surface of the lower partition plate 13 facing the upper partition plate 12. The outer circumference of the annular ridge 13b is tilted toward the side away from the center of the annular ridge 13b, while the inner circumference of the annular ridge 13b is tilted toward the side closer to the center of the annular ridge 13b. The upper partition plate 12 is provided with an annular inner groove 12b that mates with the annular ridge 13b. The inner and outer circumferences of the annular ridge 13b are tilted, forming a "dovetail" structure. When the annular ridge 13b is inserted into the annular inner groove 12b, the upper and lower partition plates 12 and 13 are self-locking, preventing the lower partition plate 13 from separating from the upper partition plate 12 due to air pressure, and maintaining a secure connection between the two.

[0034] The end of the piston 4 facing the airbag 1 is also provided with an inner annular groove 4a, and the upper end of the inner annular groove 4a is provided with a limit stop surface 4b. The upper partition plate 12 is fixed in the inner annular groove 4a, and the upper end surface of the upper partition plate 12 contacts the limit stop surface 4b. The inner annular groove 4a is not only used to install the partition assembly (the outer periphery of the upper partition plate 12 and the inner annular groove 4a can be fixed in the inner annular groove 4a by a tight fit or welding). In addition, the axial length from the lower end of the inner annular groove 4a to the inner annular groove 4a is consistent with the length of the lower end of the opening and closing assembly, or the axial length from the lower end of the inner annular groove 4a to the inner annular groove 4a exceeds the length of the opening and closing assembly. In this way, when the airbag 1 expands and contracts, the opening and closing assembly will not scratch or bump the airbag 1 or the base 3, thereby protecting the airbag 1 and the base 3.

[0035] The first opening and closing assembly 9 includes a first valve body 9a and a first valve core 9b. A first sliding hole 9c is provided in the first valve body 9a. The first valve core 9b includes a first valve stem 9d slidably installed in the first sliding hole 9c, a first valve head 9e connected to one end of the first valve stem 9d, the other end of the first valve stem 9d is connected to a first elastic member 9f, and the end of the first elastic member 9f away from the first valve stem 9d abuts against a first limit member 9g connected to a built-in through hole. A first main flow channel hole 9h corresponding to the first valve head 9e is also provided in the first valve body 9a. One end of the first main flow channel hole 9h is connected to the stretch throttling hole 8, and the first valve core 9b is provided with a first air passage, which is connected to the main air chamber 5; when the first valve head 9e blocks the first main flow channel hole 9h, the first air passage is not connected to the first main flow channel hole 9h. When the first valve head 9e does not block the first main flow channel hole 9h, the first air passage is connected to the other end of the first main flow channel hole 9h.

[0036] The first air passage includes a first air passage 9i that passes through the first valve stem 9d and a second air passage 9j that is provided in the first valve head 9e. The first air passage 9i is connected to the second air passage 9j. The side wall of the first valve head 9e is provided with a plurality of first side air holes 9k that are respectively connected to the second air passage 9j. The first valve body 9a is further provided with a first secondary flow passage hole 9m distributed between the first sliding hole 9c and the first main flow passage hole 9h. The outer diameter of the first valve head 9e is smaller than the inner diameter of the first secondary flow passage hole 9m, and the outer diameter of the first valve head 9e is smaller than the inner diameter of the first secondary flow passage hole 9m. It is larger than the inner diameter of the first main flow channel hole 9h, the inner diameter of the first air channel 9i is larger than the inner diameter of the second air channel 9j, the first elastic member 9f is inserted in the first air channel 9i, and one end of the first elastic member 9f is in contact with the inner end of the first air channel 9i, and the other end of the first elastic member 9f is in contact with the first limiting member 9g, and the first retaining spring 9n is provided on the side of the first limiting member 9g away from the first elastic member 9f, and the inner wall of the first sliding hole 9c is provided with a first annular groove, and the first retaining spring 9n is installed at the first annular groove.

[0037] The working principle of the first opening and closing component 9 is as follows: (1) In the initial state, the first elastic member 9f is in a naturally extended state, and the first valve head 9e blocks the first main flow channel 9h. (2) When the air spring is in a tensioned state (the pressure in the additional air chamber 6 is higher than the pressure in the main air chamber 5), the pressure in the additional air chamber 6 increases and exceeds the preload force of the first elastic member 9f. Airflow acts on the first valve head 9e, pushing the first valve stem 9d to slide along the first sliding hole 9c away from the first main flow channel 9h, compressing the first elastic member 9f. The first valve head 9e gradually moves away from the first main flow channel 9h, and the first main flow channel 9h becomes conductive. At the same time, the first valve head 9e moves to the first secondary flow channel hole 9m area of the first valve body 9a distributed between the first sliding hole 9c and the first main flow channel hole 9h (because the outer diameter of the first valve head 9e is smaller than the inner diameter of the first secondary flow channel hole 9m), and a gap is formed between the first side air hole 9k and the first secondary flow channel hole 9m, and the air flow is conducted through the dual paths of "first main flow channel hole 9h and first secondary flow channel hole 9m" (total flow area = area of first main flow channel hole 9h + gap area between first secondary flow channel hole 9m and first valve head 9e), and the gap area increases linearly with the displacement of the first valve stem 9d (the higher the air pressure, the greater the displacement, and the larger the flow area). At this point, the first air passage (first air passage 9i → second air passage 9j → first side air hole 9k) connects to the first main air passage 9h via the first secondary air passage hole 9m. Air then passes through the stretch throttle hole 8, the first main air passage 9h, the first secondary air passage hole 9m, the first side air hole 9k, the second air passage 9j, and the first air passage 9i, ultimately flowing into the main air chamber 5, achieving both air flow conduction and damping adjustment under the stretching condition. (III) When the pressure in the additional air chamber 6 drops below the preload force of the first elastic member 9f, the first elastic member 9f returns to its original position, pushing the first valve stem 9d in the opposite direction along the first sliding hole 9c, and the first valve head 9e re-blocks the first main air passage 9h.

[0038] The second opening and closing assembly 10 includes a second valve body 10a and a second valve core 10b. The second valve body 10a is provided with a second sliding hole 10c. The second valve core 10b includes a second valve stem 10d slidably installed in the second sliding hole 10c, and a second valve head 10e connected to one end of the second valve stem 10d. The other end of the second valve stem 10d is connected to a second elastic member 10f. The end of the second elastic member 10f away from the second valve stem 10d abuts against a second limit member 10g connected to a built-in through hole. The second valve body A second main flow channel hole 10h corresponding to the second valve head 10e is also provided in 10a, and one end of the second main flow channel hole 10h is connected to the main air chamber 5. The second valve core 10b is provided with a second air passage, and the second air passage is connected to the compression throttle hole 7; when the second valve head 10e blocks the second main flow channel hole 10h, the second air passage is not connected to the second main flow channel hole 10h, and when the second valve head 10e does not block the second main flow channel hole 10h, the second air passage is connected to the other end of the second main flow channel hole 10h.

[0039] The second air passage includes a third air passage 10i passing through the second valve stem 10d and a fourth air passage 10j provided in the second valve head 10e. The third air passage 10i is connected to the fourth air passage 10j. The side wall of the second valve head 10e is provided with a plurality of second side air holes 10m which are respectively connected to the fourth air passage 10j. The second valve body 10a is further provided with a second secondary flow passage hole 10k distributed between the second sliding hole 10c and the second main flow passage hole 10h. The outer diameter of the second valve head 10e is smaller than the inner diameter of the second secondary flow passage hole 10k, and the outer diameter of the second valve head 10e is smaller than the inner diameter of the second secondary flow passage hole 10k. The inner diameter of the third air channel 10i is larger than the inner diameter of the fourth air channel 10j, the second elastic member 10f is inserted into the third air channel 10i, and one end of the second elastic member 10f is in contact with the inner end of the third air channel 10i, and the other end of the second elastic member 10f is in contact with the second limiting member 10g. A second retaining spring 10n is provided on the side of the second limiting member 10g away from the second elastic member 10f, and a second annular groove is provided on the inner wall of the second sliding hole 10c, and the second retaining spring 10n is installed at the second annular groove.

[0040] The operating principle of the second opening and closing assembly 10 is as follows: (1) In the initial state, the second elastic member 10f is in a naturally extended state, and the second valve head 10e blocks the second main flow channel 10h. (2) When the air spring is in a compressed state (the pressure in the main air chamber 5 is higher than the pressure in the additional air chamber 6), the pressure in the main air chamber 5 increases and exceeds the preload force of the second elastic member 10f. Airflow acts on the second valve head 10e, pushing the second valve stem 10d to slide along the second sliding hole 10c away from the second main flow channel 10h, compressing the second elastic member 10f. The second valve head 10e gradually moves away from the second main flow channel 10h, and the second main flow channel 10h begins to flow. At the same time, the second valve head 10e moves to the second secondary flow channel hole 10k area of the second valve body 10a distributed between the second sliding hole 10c and the second main flow channel hole 10h, and a gap is formed between the second side air hole 10m and the second secondary flow channel hole 10k. The air flow is conducted through the "second main flow channel hole 10h, the second secondary flow channel hole 10k" dual paths (total flow area = the area of the second main flow channel hole 10h + the gap area between the second secondary flow channel hole 10k and the second valve head 10e), and the gap area increases linearly with the displacement of the second valve stem 10d (the higher the air pressure, the greater the displacement, and the greater the flow area); at this time, the second air passage is connected to the second main flow channel hole 10h, and the air flow passes through the main air chamber 5, the second main flow channel hole 10h, the second secondary flow channel hole 10k, the second side air hole 10m, the fourth air channel 10j, and the third air channel 10i in turn, and finally flows into the additional air chamber 6 through the compression throttle hole 7, thereby realizing the conduction and damping adjustment of the air flow under the compression condition. (3) When the pressure in the main air chamber 5 drops below the preload force of the second elastic member 10f, the second elastic member 10f returns to its original position, pushing the second valve stem 10d to slide in the opposite direction along the second sliding hole 10c, and the second valve head 10e re-blocks the second main flow channel hole 10h. The first valve body 9a and the second valve head 10e can be fixed to the lower partition plate 13 by welding.

[0041] This embodiment has the following advantages: (1) The additional air chamber 6 is added to the piston 4, which can increase the effective volume of the air spring cavity, and the compression throttle hole 7 and the tension throttle hole 8 are set on the partition component, which fully utilizes the effective volume of the air spring and effectively reduces the average dynamic stiffness. (2) Avoiding the inertial force of the air flow. The design of the double one-way valve (the first opening and closing component 9 and the second opening and closing component 10) avoids the inertial force generated by the reciprocating flow of the air flow in the same channel, thereby delaying the occurrence of isolation between the chambers, and thus effectively reducing the dynamic stiffness in the mid-frequency band. (3) Preventing sudden changes in dynamic stiffness at high frequencies. The decoupling membrane 11 in the middle of the throttle hole helps to buffer the impact caused by the rapid change of air pressure in the upper and lower chambers, which can effectively prevent sudden changes in dynamic stiffness at high frequencies. (4) Reducing high-frequency noise. The decoupling membrane 11 in the middle of the throttle hole can slow down the flow speed of the air flow in the narrow throttle hole at high frequencies, which can reduce the whistling sound caused by high-speed air flow.

Claims

1. A decoupled dual-orifice air spring assembly includes an airbag, one end of which is connected to a base and the other end to a piston. The airbag and piston form a gas chamber. The end of the piston facing the airbag is connected to a partition assembly. The partition assembly divides the gas chamber into a main air chamber distributed within the airbag and an additional air chamber distributed within the piston. The partition assembly is provided with several groups of orifices connecting the main and additional air chambers. Each group of orifices is provided with an opening and closing assembly for controlling the opening and closing of the orifices. The present invention is characterized by: The partition assembly is provided with an installation cavity arranged in a direction perpendicular to the axis of the throttle hole, the installation cavity is connected with each group of throttle holes, a wavy decoupling membrane is provided in the installation cavity, and the decoupling membrane is provided with a clearance hole corresponding to each group of throttle holes.

2. The decoupled dual-throttle hole air spring assembly according to claim 1, characterized in that: The partition assembly includes an upper partition plate and a lower partition plate arranged opposite to each other. The upper partition plate has an upper groove on its end surface facing the lower partition plate, and the lower partition plate has a lower groove on its end surface facing the upper partition plate. The upper groove and the lower groove together constitute an installation cavity.

3. The decoupled dual-throttle hole air spring assembly according to claim 2, characterized in that: The lower partition plate is also provided with an annular ridge on the end surface facing the upper partition plate, the outer peripheral surface of the annular ridge is inclined toward the side away from the center of the annular ridge, and the inner peripheral surface of the annular ridge is inclined toward the side close to the center of the annular ridge, and the upper partition plate is provided with an annular embedded groove adapted to the annular ridge.

4. The decoupled dual-throttle hole air spring assembly according to claim 2, characterized in that: The end of the piston facing the airbag is further provided with an inner annular groove, the upper end of the inner annular groove is provided with a limit stop surface, the upper partition plate is fixed in the inner annular groove and the upper end surface of the upper partition plate contacts the limit stop surface.

5. The decoupled dual-throttle hole air spring assembly according to any one of claims 1 to 4, characterized in that: Several groups of throttle holes include at least one group of compression throttle holes and at least one group of stretching throttle holes. Each group of stretching throttle holes is provided with a first opening and closing component for controlling the opening and closing of the stretching throttle holes, and each group of compression throttle holes is provided with a second opening and closing component for controlling the opening and closing of the compression throttle holes.

6. The decoupled dual-orifice air spring assembly according to claim 5, characterized in that: The first opening and closing assembly includes a first valve body and a first valve core. A first sliding hole is provided in the first valve body. The first valve core includes a first valve stem slidably installed in the first sliding hole, a first valve head connected to one end of the first valve stem, the other end of the first valve stem is connected to a first elastic member, the end of the first elastic member away from the first valve stem abuts against a first limiter connected to a built-in through hole, a first main flow channel hole corresponding to the first valve head is further provided in the first valve body, one end of the first main flow channel hole is communicated with the stretch throttle hole, the first valve core is provided with a first air passage, and the first air passage is communicated with the main air chamber; When the first valve head blocks the first main flow channel hole, the first air passage is not connected to the first main flow channel hole. When the first valve head does not block the first main flow channel hole, the first air passage is connected to the other end of the first main flow channel hole.

7. The decoupled dual-throttle hole air spring assembly according to claim 6, characterized in that: The first air passage includes a first air passage that passes through the first valve stem and a second air passage arranged in the first valve head, the first air passage is connected to the second air passage, the side wall of the first valve head is provided with several groups of first side air holes, each of which is respectively connected to the second air passage, the first valve body is also provided with a first secondary flow channel hole distributed between the first sliding hole and the first main flow channel hole, the outer diameter of the first valve head is smaller than the inner diameter of the first secondary flow channel hole, and the outer diameter of the first valve head is larger than the inner diameter of the first main flow channel hole, the inner diameter of the first air channel is larger than the inner diameter of the second air channel, the first elastic member is inserted in the first air channel, and one end of the first elastic member is in contact with the inner end of the first air channel, and the other end of the first elastic member is in contact with the first limiting member, and the first limiting member is provided with a first retaining spring on the side away from the first elastic member, and the inner wall of the first sliding hole is provided with a first annular retaining groove, and the first retaining spring is installed at the first annular retaining groove.

8. The decoupled dual-throttle hole air spring assembly according to claim 7, characterized in that: The end of the first valve head away from the first valve stem is tapered.

9. The decoupled dual-throttle hole air spring assembly according to claim 5, characterized in that: The second opening and closing assembly includes a second valve body and a second valve core. A second sliding hole is provided in the second valve body. The second valve core includes a second valve stem slidably installed in the second sliding hole, a second valve head connected to one end of the second valve stem, the other end of the second valve stem is connected to a second elastic member, and the end of the second elastic member away from the second valve stem abuts against a second limiting member connected to a built-in through hole. A second main flow channel hole corresponding to the second valve head is also provided in the second valve body, one end of the second main flow channel hole is connected to the main air chamber, and the second valve core is provided with a second air passage, and the second air passage is connected to the compression throttling hole; when the second valve head blocks the second main flow channel hole, the second air passage is not connected to the second main flow channel hole, and when the second valve head does not block the second main flow channel hole, the second air passage is connected to the other end of the second main flow channel hole.

10. The decoupled dual-orifice air spring assembly according to claim 9, characterized in that: The cam is connected to the second control valve body by the second control valve, and the cam is connected to the control valve body by the second control valve.

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