Parallel type double-cavity semi-air suspension shock absorber

Abstract

The invention belongs to the technical field of automobile shock absorbers, and particularly relates to a parallel type double-cavity semi-air suspension shock absorber which is characterized in that the parallel type double-cavity semi-air suspension shock absorber comprises a proportional cylinder body, a vacuum partition plate, a sealing guide column, a centrifugal force valve, an upper cylinder spring, a lower cylinder spring, an upper cylinder piston and a lower cylinder piston, and the proportional cylinder body comprises an upper cylinder body and a lower cylinder body; an upper cylinder piston is arranged in the upper cylinder body, a closed air cavity is formed between the top of the upper cylinder piston and the upper cylinder body, a vacuum partition plate is fixedly arranged below the upper cylinder piston, the upper cylinder piston is fixedly connected with a sealing guide column downwards in the middle, a negative pressure cavity is formed among the upper cylinder body, the upper cylinder piston, the sealing guide column and the vacuum partition plate, and the closed air cavity and the negative pressure cavity form a composite air spring. An upper cylinder spring is arranged between the upper cylinder piston and the upper cylinder body; hydraulic oil is filled between the lower cylinder piston and the vacuum partition plate. The composite damping body structure has the advantages that the air spring, the metal spring and the hydraulic oil are adopted to form the composite damping body structure, kinetic energy can be rapidly absorbed and rapidly released, and the comfortable experience of driving is improved.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile shock absorbers, and in particular relates to a parallel double-chamber semi-air suspension shock absorber. Background Art

[0002] The term "shock absorber" is a common term in the automotive chassis industry. A shock absorber is actually a vibration damper. Shock absorbers are used not only in the suspension but also in other locations in automobiles. For example, they are used in the cab, seats, steering wheels, and bumpers. Shock absorbers can also serve as buffers in vehicle bumpers. In a suspension system, vibrations are generated by impacts on the elastic elements. To improve the vehicle's ride comfort, shock absorbers are installed in parallel with the elastic elements. To dampen vibrations, most shock absorbers used in automotive suspension systems are hydraulic shock absorbers. Their operating principle is that when the frame (or body) and axle vibrate and move relative to each other, the piston inside the shock absorber moves up and down, causing the oil in the shock absorber chamber to repeatedly flow from one chamber to another through different pores. Friction between the pore walls and the oil, as well as internal friction between the oil molecules, dampens the vibrations, converting the vibration energy into heat energy in the oil, which is then absorbed and dissipated into the atmosphere by the shock absorber. When factors such as the oil channel cross-section and the speed remain constant, the damping force increases or decreases with the relative speed between the vehicle frame and axle (or wheel), and is related to the oil viscosity. Shock absorbers and elastic elements are responsible for cushioning shock and reducing vibration. Excessive damping force can degrade suspension elasticity and even damage shock absorber connections.

[0003] A steering damper is a damping shock absorber installed in a vehicle's steering system. Its structure varies, with the most common being a cylindrical shock absorber filled with a viscous fluid, similar in structure to a suspension shock absorber. Its function is to prevent the vehicle's steering wheel from self-excited or forced oscillation; it also prevents brake slip. A steering damper is a damping shock absorber installed in a vehicle's steering system to mitigate direct impact from uneven roads and steering system vibration, improving steering performance. If the steering mechanism uses power steering, this reduces impact and vibration, so steering dampers are not commonly used in practice.

[0004] Since its invention in the mid-19th century, air suspension has undergone a century of development, evolving from pneumatic spring-airbag composite suspension to semi-active air suspension to centrally charged and discharged air suspension (ECAS electronically controlled air suspension system). It wasn't until the 1950s that it was adopted in trucks, buses, cars, and railway vehicles. Currently, almost all high-end buses abroad use air suspension, and over 80% of heavy-duty trucks do. Its use in light vehicles is also rapidly increasing. Some cars, such as the Lincoln in the United States and the Benz 300SE and Benz 600 in Germany, are also gradually being equipped with air suspension. For some specialized vehicles, such as instrument vehicles, ambulances, specialized military vehicles, and container transporters requiring high shock absorption, air suspension is almost the only option. However, in my country, air suspension systems are still in their infancy, with some luxury buses and a small number of heavy-duty trucks and trailers employing them.

[0005] Generally speaking, the softer the elastic damping element, the less energy it stores, resulting in better damping and improved vibration damping. However, if the elastic damping element is too soft, it won't provide adequate support. If it's too stiff, the energy stored will increase when passing over obstacles, leading to greater vibration. Currently available automotive shock absorbers generally don't offer adjustable elastic damping element stiffness, making them incapable of adapting to varying road conditions or loads.

[0006] In addition, when the car is turning quickly, the centrifugal force will cause the body to tilt outward and the shock absorber to be compressed. Currently, the vehicle mainly relies on the torsion force of the anti-roll bar torsion spring on the subframe to press down and support positively to correct the degree of vehicle roll. However, when the vehicle brakes at high speed, the brake nod phenomenon will still occur, affecting the comfort experience. Summary of the Invention

[0007] The purpose of the present invention is to provide a parallel double-chamber semi-air suspension shock absorber to overcome the shortcomings of the existing technology. It adopts air springs, metal springs and hydraulic oil to form a composite damping body structure. The hydraulic oil is distributed in the proportional cylinder. The composite damping body can both quickly absorb kinetic energy and quickly release kinetic energy. The air spring with both an air compression chamber and a vacuum chamber has better flexibility, reduces the bumpy feeling and brake nodding phenomenon caused by passing through potholes and obstacles, and improves the driving comfort experience.

[0008] To achieve the above object, the present invention is implemented through the following technical solutions:

[0009] The parallel double-chamber semi-air suspension shock absorber is characterized in that it includes a proportional cylinder, a vacuum diaphragm, a sealing guide column, a centrifugal valve, an upper cylinder spring, a lower cylinder spring, an upper cylinder piston and a lower cylinder piston, wherein the proportional cylinder includes an upper cylinder and a lower cylinder, and the inner diameter ratio of the upper cylinder and the lower cylinder is 2:1-3:1; an upper cylinder piston is arranged in the upper cylinder, and a closed air cavity is formed between the top of the upper cylinder piston and the upper cylinder, a vacuum diaphragm is fixed below the upper cylinder piston, and the upper cylinder piston is fixedly connected to the sealing guide column in the center downward, and a negative pressure cavity is formed between the upper cylinder, the upper cylinder piston, the sealing guide column and the vacuum diaphragm, and the closed air cavity. The air cavity and the negative pressure cavity form a composite air spring; an upper cylinder spring is provided between the top of the upper cylinder piston and the upper cylinder body; the centrifugal force valve is provided at the connection between the upper cylinder body and the lower cylinder body, and when the vehicle body is stationary, the centrifugal force valve is in an open state; a lower cylinder piston is provided in the lower cylinder body, and the lower cylinder piston is connected to the connecting seat through a sliding column, a telescopic sleeve is provided on the outside of the sliding column, a dust cover is provided on the outside of the telescopic sleeve, and the dust cover is movably connected relative to the lower cylinder body; a spring bracket is provided on the outside of the dust cover, and a lower cylinder spring is provided between the spring bracket and the upper cylinder body; an oil filling port is provided on the upper cylinder body, and the space between the lower cylinder piston and the vacuum diaphragm is filled with hydraulic oil.

[0010] Furthermore, a sealing ring is provided between the sealing guide column and the vacuum diaphragm.

[0011] Furthermore, the lower cylinder piston is movably connected to the sliding column, and the top of the sliding column is connected to a damping vibration reduction component.

[0012] Furthermore, at least one one-way valve is provided on the vacuum diaphragm, and the conducting direction of the one-way valve is from bottom to top.

[0013] Furthermore, the damping vibration reduction assembly includes a damping orifice plate and a rubber support plate provided at the bottom of the damping orifice plate, the damping orifice plate and the rubber support plate are fixedly connected to the upper end of the sliding column; a limit platform is provided on the top of the sliding column.

[0014] Furthermore, a circle of air holes is provided on the top sealing plate of the upper cylinder body, a film pad is provided at the bottom of the air holes, the bottom of the film pad is connected to the film bracket, and the film pad is an annular gasket.

[0015] Furthermore, a rubber pad and bolts for connecting to the automobile frame are provided on the top of the upper cylinder body, and the connecting seat is connected and matched with the wheel axle, and the connecting seat is provided at the bottom of the lower cylinder body.

[0016] Furthermore, the centrifugal valve includes an upper valve disc, a lower valve disc and an inertia trigger mechanism. Damping grid holes are provided at the upper and lower corresponding positions of the upper valve disc and the lower valve disc. The lower valve disc can move left and right relative to the upper valve disc under the drive of the inertia trigger mechanism to open or close the damping grid hole; the upper valve disc is fixedly connected to the inner side of the lower cylinder body, and contacts are respectively provided at both ends of the lower valve disc. The two contact ends extend into the sealing cover of the lower cylinder body respectively, and a reset spring is connected between one end contact and the sealing cover; the inertia trigger mechanism includes a sealing cover box, a flange slider, an X-direction steel ball and a Y-direction steel ball. The other end contact is pressed against one side of the flange slider. The flange slider is located in the sealing cover box. The sealing cover box is a T-shaped structure. One end of the flange slider is connected to the X-direction spring via the X-direction steel ball, the other end of the flange slider is connected to the X-direction reset spring, and the middle end of the flange slider is connected to the Y-direction spring via the Y-direction steel ball.

[0017] Furthermore, the telescopic sleeve is a socket-and-spigot telescopic structure, a maximum extension limit is provided on the telescopic sleeve, and a buffer rubber pad is provided at the lower end of the telescopic sleeve.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] 1) A composite damping structure composed of air springs, metal springs, and hydraulic oil quickly absorbs and releases kinetic energy, reducing the bumpy ride and braking nodding after passing over potholes and obstacles. The air spring, with both an air compression chamber and a vacuum chamber, offers greater flexibility and enhances driving comfort.

[0020] 2) Hydraulic oil is distributed in the variable diameter cylinder. The diameters of the upper and lower pistons in the variable diameter cylinder are configured proportionally, forming different degrees of response to vehicle body vibration, improving the vehicle's shock absorption performance. The presence of hydraulic oil can increase the stiffness of the vehicle shock absorber, thereby enhancing the shock absorber's supporting force.

[0021] 3) A circle of air holes on the top cover of the upper cylinder body, together with the film bracket and film, acts as a one-way valve. During the operation of the vehicle, air can be automatically added to the closed air cavity without the need for complex structures such as an air pump and air tank.

[0022] 4) This structure is suitable for cars, heavy SUVs, vans and other models. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a schematic structural diagram of an embodiment of the present invention;

[0024] Figure 2 yes Figure 1 A partial enlarged view of the middle part;

[0025] Figure 3 yes Figure 1 A partial enlarged view of point B in the middle;

[0026] Figure 4 This is a schematic diagram of the structure of a centrifugal valve in an embodiment of the present invention;

[0027] Figure 5 Schematic diagram of the structure of the damping vibration elimination component in an embodiment of the present invention;

[0028] Figure 6 yes Figure 5 A top view of

[0029] In the figure: 1-proportional cylinder, 2-vacuum diaphragm, 3-upper cylinder spring, 4-sealing guide column, 5-upper cylinder piston, 6-lower cylinder piston, 7-centrifugal force valve, 8-upper cylinder, 9-lower cylinder, 10-sealing ring, 11-oil filling port, 12-lower cylinder spring, 13-control valve, 14-dust cover, 15-telescopic sleeve, 16-sliding column, 17-damping vibration elimination component, 18-check valve, 19-return spring, 20-damping hole, 21-limiting platform, 22-buffer rubber pad, 2 3-spring bracket, 24-nut, 25-connecting seat, 26-bolt, 27-rubber pad, 28-film bracket, 29-damping orifice plate, 30-rubber support plate, 31-air hole, 32-film pad, 33-upper valve plate, 34-lower valve plate, 35-inertia trigger mechanism, 36-damping grid hole, 37-contact, 38-sealing cover box, 39-flange slider, 40-X-direction steel ball, 41-X-direction spring, 42-X-direction return spring, 43-Y-direction steel ball, 44-Y-direction spring. DETAILED DESCRIPTION

[0030] The technical solutions of the present invention will be clearly and completely described below in conjunction with specific embodiments. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments.

[0031] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the specific embodiments required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the specific embodiments described below are some implementation methods of the present invention. For ordinary technicians in this field, other specific embodiments can be obtained based on these specific embodiments without paying any creative work.

[0032] The components of the embodiments of the present invention generally described and shown in the specific embodiments herein can be arranged and designed in countless different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the specific embodiments is not intended to limit the scope of the claimed invention, but rather represents only selected embodiments of the present invention.

[0033] See Figure 1-6, is a schematic diagram of the structure of the parallel double-chamber semi-air suspension shock absorber of the present invention, including a proportional cylinder 1, a vacuum diaphragm 2, an upper cylinder spring 3, a lower cylinder spring 12, a sealing guide column 4, an upper cylinder piston 5, a lower cylinder piston 6, a centrifugal force valve 7 and a damping vibration elimination component 17, wherein the proportional cylinder 1 includes an upper cylinder 8 and a lower cylinder 9, and the inner diameter ratio of the upper cylinder 8 and the lower cylinder 9 is 1.1-1.5:1; an upper cylinder piston 5 is provided in the upper cylinder 8, and the top of the upper cylinder piston 5 is in contact with the upper cylinder 8 forms a closed air cavity, a vacuum diaphragm 2 is provided below the upper cylinder piston 5, the vacuum diaphragm 2 is fixedly and closedly connected to the inner side of the upper cylinder body 8, the upper cylinder piston 5 is fixedly connected to the sealing guide column 4 in the center downward, and a negative pressure cavity is formed between the upper cylinder body 8, the upper cylinder piston 5, the sealing guide column 4 and the vacuum diaphragm 2. The closed air cavity and the negative pressure cavity form a composite air spring. An upper cylinder spring 3 is also provided between the top of the upper cylinder piston 5 and the upper cylinder body 8. The elastic coefficient of the upper cylinder spring is 200N·m -1 -500N·m -1 ; The centrifugal valve 7 is arranged at the connection between the upper cylinder body 8 and the lower cylinder body 9. When the vehicle body is stationary, the centrifugal valve is in the open state; the lower cylinder body 9 is provided with a lower cylinder piston 6, and the space between the lower cylinder piston 6 and the vacuum partition 2 is filled with hydraulic oil; the upper cylinder body 8 is provided with an oil filling port 11, and the oil filling port 11 is provided with a control valve 13, and the hydraulic oil can be replenished regularly through the oil filling port 11.

[0034] The lower cylinder body 9 houses the lower cylinder piston 6, which is connected to the connecting seat 25 via a sliding post 16. A telescopic sleeve 15 is sheathed around the sliding post 16, and a dust boot 14 is mounted on the outside of the telescopic sleeve 15. The dust boot 14 is movably connected to the lower cylinder body 9. A spring bracket 23 is mounted on the outside of the dust boot 14, and a lower cylinder spring 12 is installed between the spring bracket 23 and the upper cylinder body 8. The telescopic sleeve 15 is a socket-and-spigot telescopic structure with a maximum extension limiter to protect the sliding post 16. A cushioning rubber pad 22 is located at the lower end of the telescopic sleeve 15.

[0035] At least one check valve 18 is installed on the vacuum diaphragm 2. This check valve 18 operates from bottom to top. Its function is to compress the gas within the negative pressure chamber and return it to the enclosed air chamber when subjected to the intense vibration energy of a large pothole. A double-ring sealing ring 10 is installed between the sealing guide post 4 and the vacuum diaphragm 2 to maintain a good seal. Under normal circumstances, this pressure provides support for the wheels and subframe.

[0036] The lower cylinder piston 6 is movably connected to the spool 16, with a damping and vibration-isolating assembly 17 connected to the top of the spool 16. This assembly 17 includes a damping orifice plate 29 and a rubber support plate 30 located at the bottom of the damping orifice plate 29. The damping orifice plate 29 and the rubber support plate 30 are fixedly connected to the top of the spool 16 via nuts 24. A stop 21 is provided at the top of the spool 16 to prevent the damping orifice plate 29 from dislodging. When the damping and vibration-isolating assembly 17 moves upward with the spool 16, the rubber support plate 30, due to the resistance of the hydraulic oil, opens all the damping orifices 20. When the rubber support plate 30 moves downward, it engages the damping orifice plate 29, closing some of the damping orifices 20. This achieves rapid damping, resulting in a high damping force when the lower cylinder piston 6 rises and a low damping force when it descends.

[0037] In the embodiment, the centrifugal valve 7 includes an upper valve disc 33, a lower valve disc 34 and an inertia trigger mechanism 35. Damping grid holes 36 are provided at corresponding upper and lower positions of the upper valve disc 33 and the lower valve disc 34. The lower valve disc 34 can move left and right relative to the upper valve disc 33 under the drive of the inertia trigger mechanism 35 to open or close the damping grid hole 36; the upper valve disc 33 is fixedly connected to the inner side of the lower cylinder body 9, and contacts 37 are respectively provided at both ends of the lower valve disc 34. The ends of the two contacts 37 extend into the sealing cover 38 of the lower cylinder body 9, and one end of the contact 37 is in contact with the sealing cover 38. A reset spring 19 is connected between the sealing cover 38; the inertia trigger mechanism 35 includes a sealing cover box 38, a flange slider 39, an X-direction steel ball 40 and a Y-direction steel ball 43, and the other end contact 37 is pressed against one side of the flange slider 39. The flange slider 39 is located in the sealing cover box 38, and the sealing cover box 38 is a T-shaped structure. One end of the flange slider 39 is connected to the X-direction spring 41 via the X-direction steel ball 40, and the other end of the flange slider 39 is connected to the X-direction reset spring 42. The middle end of the flange slider 39 is connected to the Y-direction spring 44 via the Y-direction steel ball 43. When the vehicle body is moving and the brake nod occurs in either direction, the large inertia causes the X-direction steel ball 40 or the Y-direction steel ball 43 to be pushed out with the help of the elastic force of the spring behind it, causing the flange slider 39 to shift, and the lower valve plate 34 to switch from the normally open state to the closed state, preventing the hydraulic oil from flowing upward. Since the hydraulic oil is incompressible, the shock absorber cannot be further expanded or contracted, which can provide great roll support force for the wheel subframe, solving the problem of vehicle body roll and brake nod.

[0038] The top cover of the upper cylinder body 8 is provided with a circle of air holes 31. A ring-shaped rubber gasket 32 is located at the bottom of the air holes 31. The bottom of the rubber gasket 32 is connected to the rubber bracket 28. The rubber gasket 32 acts as a one-way valve. When the space between the upper cylinder piston 5 and the upper cylinder body is low on air (for example, due to leakage), air is automatically replenished through the air holes 31, eliminating the need for additional air replenishment.

[0039] The top of the upper cylinder 8 is provided with a rubber pad 27 and a bolt 26 for connecting to the automobile frame; the bottom of the lower cylinder 9 is provided with a connecting seat 25 for connecting to the wheel axle. The upper cylinder 8 and the lower cylinder 9 are connected to the corresponding components of the automobile.

[0040] The structure of the proportional cylinder 1 provides deep pothole compensation. The enclosed air chamber and the negative pressure chamber form a composite air spring that operates in parallel with the lower cylinder spring 12, providing rapid damping response on flat roads and enhancing ride comfort. The spring constants and preload of the upper and lower cylinder springs 3 and 12 can be designed and adjusted appropriately based on vehicle weight. Hydraulic oil, injected into the proportional cylinder 1, is incompressible, enhancing the shock absorber's support force.

[0041] When the vehicle passes over a large pothole, the wheels and subframe are squeezed upward. This compresses the lower spring 12, while the telescopic sleeve 15 contracts to its limit, pushing the lower piston 6 to compress the hydraulic oil. The increased oil pressure pushes the sealing guide column 4 upward, compressing the upper spring 3 and the air spring, shortening the overall length of the shock absorber. The air spring has nonlinear damping, a high compressibility ratio, and compression energy dissipation, making it better at absorbing vibration and bump energy. In this process, the air spring, metal spring, and hydraulic oil work together to dampen the vehicle body, causing it to rise a certain height under the force of the pothole. After the vehicle passes the pothole, the upper spring 3 rebounds, the lower piston 6 drops, and the upper piston 5 falls back above the vacuum diaphragm 2, returning the shock absorber to its original position.

[0042] When the vehicle turns at high speed, due to the large centrifugal force, the X-direction spring 41 compresses the Y-direction spring 44. Under the action of the return spring 19, the lower valve plate 34 is pushed to switch from the normally open state to the closed state. Since the hydraulic oil has the incompressible characteristic, the shock absorber cannot further expand or contract, thereby suppressing the vehicle's roll.

[0043] When the vehicle brakes at high speed, due to the large inertial force, the X-direction steel ball 40 compresses the X-direction spring, and the flange slider 39 moves backward under the action of the X-direction return spring 42. At this time, the lower valve plate 34 is pushed by the return spring 19 to switch from the normally open state to the closed state. Since the hydraulic oil has the incompressible characteristic, the shock absorber cannot further expand and contract, thereby suppressing the vehicle's brake nodding.

[0044] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. Parallel dual-chamber semi-air suspension shock absorber, characterized in that: It includes a proportional cylinder, a vacuum diaphragm, a sealing guide column, a centrifugal valve, an upper cylinder spring, a lower cylinder spring, an upper cylinder piston and a lower cylinder piston, wherein: The proportional cylinder comprises an upper cylinder and a lower cylinder, and the inner diameter ratio of the upper cylinder and the lower cylinder is 2:1-3:1; An upper cylinder piston is provided in the upper cylinder body, and a closed air cavity is formed between the top of the upper cylinder piston and the upper cylinder body. A vacuum diaphragm is fixedly provided below the upper cylinder piston. The upper cylinder piston is fixedly connected to the sealing guide column in the center downward. A negative pressure cavity is formed between the upper cylinder body, the upper cylinder piston, the sealing guide column and the vacuum diaphragm. The closed air cavity and the negative pressure cavity form a composite air spring. An upper cylinder spring is provided between the top of the upper cylinder piston and the upper cylinder body. The centrifugal force valve is provided at the connection between the upper cylinder body and the lower cylinder body. When the vehicle body is stationary, the centrifugal force valve is in an open state. A lower cylinder piston is provided in the lower cylinder body, and the lower cylinder piston is connected to the connecting seat through a sliding column. A telescopic sleeve is provided on the outside of the sliding column, and a dust cover is provided on the outside of the telescopic sleeve. The dust cover is movably connected to the lower cylinder body; a spring bracket is provided on the outside of the dust cover, and a lower cylinder spring is provided between the spring bracket and the upper cylinder body; An oil filling port is provided on the upper cylinder body, and the space between the lower cylinder piston and the vacuum partition is filled with hydraulic oil.

2. The parallel dual-chamber semi-air suspension shock absorber according to claim 1, characterized in that: A sealing ring is provided between the sealing guide column and the vacuum diaphragm.

3. The parallel dual-chamber semi-air suspension shock absorber according to claim 1, characterized in that: The lower cylinder piston is movably connected to the sliding column, and the top of the sliding column is connected to a damping vibration elimination component.

4. The parallel dual-chamber semi-air suspension shock absorber according to claim 1, characterized in that: At least one one-way valve is provided on the vacuum diaphragm, and the conducting direction of the one-way valve is from bottom to top.

5. The parallel dual-chamber semi-air suspension shock absorber according to claim 3, characterized in that: The damping vibration reduction component includes a damping orifice plate and a rubber support plate arranged at the bottom of the damping orifice plate. The damping orifice plate and the rubber support plate are fixedly connected to the upper end of the sliding column; a limit platform is provided on the top of the sliding column.

6. The parallel dual-chamber semi-air suspension shock absorber according to claim 1, characterized in that: A circle of air holes is provided on the top sealing plate of the upper cylinder body, a film pad is provided at the bottom of the air holes, the bottom of the film pad is connected to the film bracket, and the film pad is an annular gasket.

7. The parallel dual-chamber semi-air suspension shock absorber according to claim 1, characterized in that: The top of the upper cylinder body is provided with a rubber pad and a bolt for connecting to the automobile frame. The connecting seat is connected and matched with the wheel axle, and the connecting seat is provided at the bottom of the lower cylinder body.

8. The parallel dual-chamber semi-air suspension shock absorber according to claim 1, characterized in that: The centrifugal valve comprises an upper valve disc, a lower valve disc and an inertia trigger mechanism. Damping grid holes are provided at corresponding upper and lower positions of the upper and lower valve discs. The lower valve disc can move left and right relative to the upper valve disc under the drive of the inertia trigger mechanism to open or close the damping grid holes. The upper valve plate is fixedly connected to the inner side of the lower cylinder body. Contacts are respectively provided at both ends of the lower valve plate. The ends of the two contacts extend into the sealing cover of the lower cylinder body respectively. A return spring is connected between one end of the contact and the sealing cover. The inertia trigger mechanism includes a sealing cover box, a flange slider, an X-direction steel ball and a Y-direction steel ball. The other end contact is pressed against one side of the flange slider. The flange slider is located in the sealing cover box. The sealing cover box is a T-shaped structure. One end of the flange slider is connected to the X-direction spring via the X-direction steel ball, the other end of the flange slider is connected to the X-direction reset spring, and the middle end of the flange slider is connected to the Y-direction spring via the Y-direction steel ball.

9. The parallel dual-chamber semi-air suspension shock absorber according to claim 1, characterized in that: The telescopic sleeve is a socket-and-spigot telescopic structure, a maximum extension limit is provided on the telescopic sleeve, and a buffer rubber pad is provided at the lower end of the telescopic sleeve.

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