A composite air spring

Abstract

This application relates to the air spring industry and provides a composite air spring. The composite air spring includes a housing with a compression space and an air bladder disposed within the compression space. The housing includes a housing body and an auxiliary support fitting disposed on the side of the housing away from a support member. The air bladder and the housing body form an air chamber. One end of the support member is located inside the air chamber, and the other end is located in the external space. A triggering mechanism is located partly in the portion of the support member located in the external space and partly in the portion of the support member located in the air chamber; an auxiliary support unit is disposed on the triggering mechanism. The triggering mechanism pushes the auxiliary support unit to move so that the auxiliary support unit is directly below the auxiliary support fitting; the triggering mechanism also drives the auxiliary support unit to move so that the auxiliary support unit is no longer directly below the auxiliary support fitting. The composite air spring provided by this application can take corresponding safety measures according to the vehicle speed in the event of air bladder rupture.

Description

Technical Field

[0001] This application relates to the field of air spring technology, and more particularly to a composite air spring. Background Technology

[0002] Air springs, a common type of vehicle suspension elastic element, primarily achieve shock absorption and load-bearing functions through the compression and rebound of an internal inflatable air chamber. They offer advantages such as adjustable stiffness and good vibration isolation performance, and are widely used in the suspension systems of buses, commercial vehicles, and high-end passenger cars. However, traditional air springs may rupture due to material aging, extreme operating conditions, or external damage during long-term use. Once the air chamber fails, the air spring completely loses its support and shock absorption capabilities, severely impacting the vehicle's stability and safety.

[0003] Especially at high speeds, if an airbag suddenly ruptures, the vehicle's suspension height will drop rapidly. This could not only cause chassis components to collide with the ground, but also drastically alter wheel alignment parameters, affecting handling and potentially leading to serious accidents such as loss of vehicle control. Currently, common solutions include passive mechanical limiting or parallel installation of auxiliary steel springs. However, these structures often affect the softness and comfort of the air springs during normal driving, or fail to intelligently adjust the support form according to vehicle speed after airbag failure, making it difficult to balance high-speed safety and low-speed comfort.

[0004] The existing technology lacks an emergency safety structure that can automatically trigger based on the vehicle's driving status when the airbag ruptures and provide multi-level support to ensure that the vehicle maintains sufficient suspension support and stability when driving at high speeds, while allowing the vehicle to lower appropriately at low speeds or when parked to avoid chassis impacts and to alert the driver to timely repairs. Summary of the Invention

[0005] This application provides a composite air spring that can improve the technical problem in related technologies where the composite air spring cannot take corresponding safety measures according to the vehicle speed when the airbag ruptures.

[0006] This application provides a composite air spring, comprising:

[0007] The outer casing has a compression space; the outer casing includes an outer casing body and an auxiliary support fitting, the auxiliary support fitting being disposed on the inner sidewall of the outer casing body;

[0008] An airbag is disposed within the compression space, and the interior of the airbag and the outer shell body form a closed air chamber;

[0009] A support member, one end of which is disposed within the air chamber and the other end extends into the external space; an auxiliary support fitting is disposed on the side of the air chamber away from the support member;

[0010] A triggering mechanism is disposed on the support member, with a portion of the triggering mechanism located in the external space and another portion located in the air chamber portion of the support member; and

[0011] At least two auxiliary support units are evenly distributed on the portion of the triggering mechanism located in the air chamber;

[0012] The triggering mechanism is used to push at least two of the auxiliary support units to move away from the support member when the vehicle is traveling at high speed, so that at least two of the auxiliary support units move directly below the auxiliary support mating member, so that the composite air spring still has a shock absorption effect when the airbag ruptures; the triggering mechanism is used to drive at least two of the auxiliary support units to move towards the support member when the vehicle is traveling at low speed or stopped, so that the vehicle descends when the airbag ruptures.

[0013] The technical solutions described in this application embodiment have at least the following technical effects:

[0014] The composite air spring provided in this application embodiment, by incorporating at least two auxiliary support units, allows the vehicle to maintain a certain level of shock absorption even in the event of composite air spring failure. When the airbag ruptures during high-speed driving, a triggering mechanism pushes at least two auxiliary support units away from the support member, positioning them directly beneath the outer shell. This allows the outer shell to rest on the at least two auxiliary support units upon airbag rupture, providing temporary shock absorption and reducing the danger posed by composite air spring failure at high speeds. During the deceleration process from high speed to low speed, the vehicle's inertia causes a "nose-nodding" motion, resulting in relative movement between the outer shell and the at least two auxiliary support units. This separation causes the ruptured airbag side to tilt, alerting the user to the composite air spring failure. When the airbag ruptures at low speed or when the vehicle is stationary, the triggering mechanism moves at least two auxiliary support units toward the support member, positioning them no longer directly beneath the outer shell. This tilts the ruptured airbag side, again alerting the user to the composite air spring failure.

[0015] In some embodiments, the support member has a trigger space, a trigger groove, and at least two response holes. The trigger groove is disposed in the portion of the support member located in the external space, and the at least two response holes are disposed in the portion of the support member located in the air chamber. The trigger space is connected to the trigger groove and the at least two response holes respectively. The triggering mechanism includes:

[0016] A trigger element is movably disposed within the trigger slot, with one end extending into the trigger space and the other end extending into the external space; the portion of the trigger element located in the external space is configured as an airfoil, and the direction of the airfoil is consistent with the direction of the vehicle's travel.

[0017] A response element, movably disposed within the triggering space, wherein one end of the trigger element located within the triggering space is connected to the response element; and

[0018] At least two auxiliary mounting platforms are movably disposed in at least two of the response holes, with a portion of the auxiliary mounting platform located inside the response hole and another portion located inside the air chamber; the auxiliary support unit is disposed on the side of the auxiliary mounting platform facing away from the trigger, and the auxiliary mounting platform, the response hole and the auxiliary support unit correspond one-to-one;

[0019] The trigger is used to move toward the airbag when the vehicle is traveling at high speed, so as to push the response member toward the auxiliary mounting platform, thereby causing the auxiliary mounting platform to move away from the support member, and thus moving the auxiliary support unit directly below the auxiliary support mating member.

[0020] In some embodiments, the triggering mechanism further includes:

[0021] At least two first seals are respectively disposed on at least two of the auxiliary mounting platforms, and at least two of the first seals are located within at least two of the response holes; the first seals correspond one-to-one with the auxiliary mounting platforms; and

[0022] At least two second seals are respectively disposed on at least two of the auxiliary mounting platforms, and at least two of the second seals are located in the air chamber; the second seals correspond one-to-one with the auxiliary mounting platforms;

[0023] The first seal is used to abut against the side wall of the response hole when the vehicle is traveling at high speed to ensure that the air chamber is isolated from the response hole; the second seal is used to abut against the outer side wall of the support when the vehicle is traveling at low speed or stopped to ensure that the air chamber is isolated from the response hole.

[0024] In some embodiments, the triggering mechanism further includes a protrusion disposed on the inner wall of the triggering space facing the auxiliary support fitting, and the protrusion is located at the geometric center of the inner wall of the triggering space facing the auxiliary support fitting; the end of the response member facing the auxiliary mounting platform is configured as a frustum structure, and the radius of the frustum structure near the protrusion is smaller than the radius of the frustum structure away from the protrusion.

[0025] In some embodiments, the sum of the height of the frustum structure and the length of the protrusion along the axis of the responder is less than the diameter of the responding hole.

[0026] In some embodiments, the triggering mechanism further includes at least two response members, which are respectively located on both sides of the protrusion facing the two auxiliary mounting platforms. One end of each response member is connected to the side of the protrusion facing the protrusion, and the other end is connected to the side of the auxiliary mounting platform facing the protrusion.

[0027] In some embodiments, the auxiliary support unit includes:

[0028] An auxiliary support member is disposed on the side of the auxiliary mounting platform facing the auxiliary support mating member. The auxiliary support member has a compression hole, and the opening of the compression hole faces the auxiliary support mating member.

[0029] A contact element is movably disposed within the compression hole, one end of the contact element being located within the compression hole and the other end being located within the air chamber; and

[0030] An elastic element is telescopically disposed within the compression hole, with one end of the elastic element connected to the inner bottom wall of the compression hole and the other end connected to the contact element;

[0031] The elastic element, the auxiliary support, and the contact element are used to provide shock absorption for the vehicle in the event of airbag rupture during high-speed driving.

[0032] In some embodiments, the auxiliary support unit further includes a locking structure located within the air chamber, characterized in that the locking structure comprises:

[0033] A locking member is movably disposed on the side of the contact member facing the bottom wall of the compression hole, and the locking member has a movable hole;

[0034] A locking fitting is disposed on the bottom wall of the compression hole. The locking fitting has a locking hole on the side facing the locking member, and the opening of the movable hole faces the locking fitting.

[0035] The movable component is movably disposed within the movable hole;

[0036] Wherein, the movable hole is connected to the locking engagement hole when the locking structure is in the locked state, so that a part of the movable member moves into the locking engagement hole, thereby enabling the locking member and the locking engagement member to perform a locking function.

[0037] In some embodiments, the side of the locking engagement hole facing the inner bottom wall of the compression hole is set as an inclined surface, so that the movable member moves away from the locking engagement member as the locking member moves towards the inner bottom wall of the compression hole, thereby putting the locking structure in an unlocked state.

[0038] In some embodiments, when the locking structure is in the locked state, the elastic element is in the compressed state. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 A three-dimensional structural schematic diagram of the composite air spring provided in the embodiments of this application;

[0041] Figure 2 A side view of the composite air spring provided in an embodiment of this application;

[0042] Figure 3 For along Figure 2 Cross-sectional view of the structure along the AA direction;

[0043] Figure 4 This is a magnified view of point B in section 3;

[0044] Figure 5 This is a cross-sectional structural diagram of the auxiliary support unit used in the embodiments of this application.

[0045] The following are the labeling elements in the figure:

[0046] 100. Composite air spring;

[0047] 10. Outer shell; 11. Outer shell body; 12. Auxiliary support fittings; 101. Compression space;

[0048] 20. Airbag; 200. Air chamber;

[0049] 30. Support component; 300. Trigger space; 301. Trigger slot; 302. Response hole;

[0050] 40. Triggering mechanism; 41. Triggering element; 42. Response element; 43. Auxiliary installation platform; 44. First seal; 45. Second seal; 46. Protrusion; 47. Return element;

[0051] 50. Auxiliary support unit; 51. Auxiliary support component; 510. Compression hole; 52. Contact component; 53. Elastic element; 54. Locking structure; 541. Locking component; 5410. Movable hole; 542. Locking mating component; 5420. Locking mating hole; 543. Movable component. Detailed Implementation

[0052] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0053] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application. The terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0054] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on or indirectly on that other component. When a component is referred to as being "connected to" another component, it can be directly connected to or indirectly connected to that other component.

[0055] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0056] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or at least two of that feature. In the description of this application, "at least two" means two or more, unless otherwise explicitly specified.

[0057] In this application, "and / or" is merely a way of describing the relationship between related objects, indicating that three relationships can exist; for example, A and / or B can represent three cases: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0058] It should be noted that in this application, the words "in some embodiments," "exemplarily," and "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described in this application as "in some embodiments," "exemplarily," or "for example" should not be construed as being more preferred or advantageous than other embodiments or design solutions. Specifically, the use of words such as "in some embodiments," "exemplarily," and "for example" is intended to present related concepts in a specific manner, meaning that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of this application. The appearance of the above words in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that the embodiments described herein can be combined with other embodiments.

[0059] Air springs, a common type of vehicle suspension elastic element, primarily achieve shock absorption and load-bearing functions through the compression and rebound of an internal inflatable air chamber. They offer advantages such as adjustable stiffness and good vibration isolation performance, and are widely used in the suspension systems of buses, commercial vehicles, and high-end passenger cars. However, traditional air springs may rupture due to material aging, extreme operating conditions, or external damage during long-term use. Once the air chamber fails, the air spring completely loses its support and shock absorption capabilities, severely impacting the vehicle's stability and safety.

[0060] Especially at high speeds, if an airbag suddenly ruptures, the vehicle's suspension height will drop rapidly. This could not only cause chassis components to collide with the ground, but also drastically alter wheel alignment parameters, affecting handling and potentially leading to serious accidents such as loss of vehicle control. Currently, common solutions include passive mechanical limiting or parallel installation of auxiliary steel springs. However, these structures often affect the softness and comfort of the air springs during normal driving, or fail to intelligently adjust the support form according to vehicle speed after airbag failure, making it difficult to balance high-speed safety and low-speed comfort.

[0061] The existing technology lacks an emergency safety structure that can automatically trigger based on the vehicle's driving status when the airbag ruptures and provide multi-level support to ensure that the vehicle maintains sufficient suspension support and stability when driving at high speeds, while allowing the vehicle to lower appropriately at low speeds or when parked to avoid chassis impacts and to alert the driver to timely repairs.

[0062] Based on this, in order to improve the problem in related technologies that the composite air spring cannot take corresponding safety measures according to the different vehicle speeds in the event of airbag rupture, the embodiments of this application provide the following solution.

[0063] Please refer to the following: Figures 1 to 5 This application provides a composite air spring 100, which includes a housing 10, an air bladder 20, a support member 30, a triggering mechanism 40, and at least two auxiliary support units 50, wherein:

[0064] The outer casing 10 has a compression space 101. The outer casing 10 includes an outer casing body 11 and an auxiliary support fitting 12, which is disposed on the inner side wall of the outer casing body 11.

[0065] The airbag 20 is disposed within the compression space 101, and the interior of the airbag 20 and the outer shell body 11 form a closed air chamber 200.

[0066] One end of the support member 30 is disposed within the air chamber 200, and the other end extends into the external space. An auxiliary support fitting 12 is disposed on the side of the air chamber 200 away from the support member 30. A triggering mechanism 40 is disposed on the support member 30, with a portion of the triggering mechanism 40 located in the external space and another portion located in the air chamber 200. At least two auxiliary support units 50 are evenly disposed on the portion of the triggering mechanism 40 located in the air chamber 200.

[0067] The triggering mechanism 40 is used to push at least two auxiliary support units 50 to move away from the support member 30 when the car is traveling at high speed, so that the at least two auxiliary support units 50 move directly below the auxiliary support mating member 12 of the housing 10, so that the composite air spring 100 still has a shock absorption effect when the airbag 20 is ruptured; the triggering mechanism 40 is used to drive at least two auxiliary support units 50 to move towards the support member 30 when the car is traveling at low speed or stopped, so that the car drops a certain distance when the airbag 20 is ruptured.

[0068] It is understood that the outer casing 10 is a component used to connect the vehicle body; for example, the outer casing 10 includes an outer casing body 11 and an auxiliary support fitting 12, etc. For example, the auxiliary support fitting can be an annular metal column with a through hole or a square metal column with a through hole, etc. The airbag 20 is a main component used to form an air spring; for example, the airbag 20 can be a polyester airbag or a rubber composite airbag, etc. The support member 30 is a component used to connect the wheel part; for example, the support member 30 can be a columnar structure or a cylindrical structure with an internal space. The triggering mechanism 40 is a mechanism used to control the position of the auxiliary support unit 50 according to the vehicle's driving speed; for example, the triggering mechanism 40 includes a trigger member 41, a responding member 42, an auxiliary mounting platform 43, a first sealing element 44, a second sealing element 45, a protrusion 46, and a return member 47, etc. The auxiliary support unit 50 is a unit used to replace the composite air spring 100 for short-term shock absorption; for example, the auxiliary support unit 50 includes an auxiliary support member 51, a contact member 52, an elastic element 53, and a locking structure 54, etc.

[0069] As can be seen from the above, the composite air spring 100 provided in this application embodiment, by setting at least two auxiliary support units 50, enables the vehicle to maintain a certain shock absorption effect even if the composite air spring 100 fails. When the airbag 20 ruptures during high-speed driving, the triggering mechanism 40 pushes at least two auxiliary support units 50 to move away from the support member 30, so that the at least two auxiliary support units 50 are directly below the auxiliary support mating member 12. This allows the auxiliary support mating member 12 to fall on the at least two auxiliary support units 50 when the airbag 20 ruptures, thus enabling the at least two auxiliary support units 50 to temporarily provide shock absorption and reduce the danger of the car at high speed due to the failure of the composite air spring 100. In the above situation, during the process of the car decelerating from high speed to low speed, the car will "nose" due to inertia, causing relative movement between the auxiliary support mating member 12 and the at least two auxiliary support units 50. This will cause the auxiliary support mating member 12 to separate from the at least two auxiliary support units 50, causing the side of the car airbag 20 that ruptured to tilt, ultimately alerting the user that the composite air spring 100 has failed. When the airbag 20 ruptures while the car is at low speed or stationary, the triggering mechanism 40 moves at least two auxiliary support units 50 toward the support member 30 so that the at least two auxiliary support units 50 are not directly below the auxiliary support mating member 12, thereby causing the side of the car airbag 20 that ruptures to tilt, thus alerting the user that the compound air spring 100 has failed.

[0070] In some embodiments, please refer to the following: Figures 1 to 5The support member 30 has a trigger space 300, a trigger groove 301, and at least two response holes 302. The trigger groove 301 is located in the portion of the support member 30 located in the external space, and the at least two response holes 302 are located in the portion of the support member 30 located in the air chamber 200. The trigger space 300 is connected to the trigger groove 301 and the at least two response holes 302 respectively. The trigger mechanism 40 includes a trigger member 41, a response member 42, and at least two auxiliary mounting platforms 43, wherein:

[0071] The trigger 41 is movably disposed in the trigger groove 301. One end of the trigger 41 extends into the trigger space 300, and the other end extends into the external space. The portion of the trigger 41 located in the external space is configured as an airfoil, and the direction of the airfoil is consistent with the driving direction of the vehicle.

[0072] The responder 42 is movably disposed within the trigger space 300, and one end of the trigger 41 located within the trigger space 300 is connected to the responder 42.

[0073] At least two auxiliary mounting platforms 43 are movably disposed on at least two response holes 302, with a portion of the auxiliary mounting platform 43 located within the response hole 302 and another portion located within the air chamber 200; an auxiliary support unit 50 is disposed on the side of the auxiliary mounting platform 43 facing away from the trigger, and the auxiliary mounting platform 43, response hole 302 and auxiliary support unit 50 correspond one-to-one.

[0074] The trigger 41 is used to move toward the airbag 20 when the car is traveling at high speed, so as to push the response 42 toward the auxiliary mounting platform 43, thereby causing the auxiliary mounting platform 43 to move away from the support member 30, so that the auxiliary support unit 50 moves directly below the auxiliary support mating member 12.

[0075] It can be understood that the trigger 41 is a component used to move according to different vehicle speeds; for example, the trigger 41 can be an airfoil metal plate or an airfoil metal shell, etc. (airfoil refers to a shape similar to an aircraft wing). The response component 42 is a component used to push the auxiliary mounting platform 43; for example, the response component 42 can be a cuboid metal column, etc. The auxiliary mounting platform 43 is a component used to mount the auxiliary support unit 50; for example, the auxiliary mounting platform 43 includes a metal column and a metal rod, the metal rod is movably disposed in the response hole 302, and one end of the metal rod extends into the air chamber 200, the side wall of the metal column is connected to the end of the metal rod located in the air chamber 200, and the auxiliary mounting unit 50 is disposed on the side of the metal column facing the auxiliary support mating component 12. During the high-speed movement of the vehicle, the airflow speeds on both sides of the airfoil trigger 41 are different, which causes the airfoil trigger 41 to move away from the ground. (According to Bernoulli's principle) The auxiliary installation platform 43 is set in two separate parts. One part is inserted into the response hole 302 through one end of the trigger space 300, and the other part is connected to the first part by a threaded connection, so that the auxiliary installation platform 43 can be assembled.

[0076] This configuration uses a trigger 41 to determine the vehicle's speed. Compared to a solution using a speed sensor, control system, and linear motor (the linear motor is mounted on the side wall of the support 30, and the auxiliary mounting platform 43 is located on it), this solution can withstand the vehicle's weight (in the contrasting solution, the motor needs to be mounted on the side wall of the support, thus subjecting it to force and potentially causing damage). The use of a mechanical structure in this solution increases structural reliability, thereby enhancing both structural reliability and vehicle safety.

[0077] Optionally, in some embodiments, please refer to Figures 1 to 5 The triggering mechanism 40 also includes at least two first seals 44 and at least two second seals 45, wherein:

[0078] At least two first seals 44 are respectively disposed on at least two auxiliary mounting platforms 43, and at least two first seals 44 are located in at least two response holes 302; the first seals 44 correspond one-to-one with the auxiliary mounting platforms 43.

[0079] At least two second seals 45 are respectively disposed on at least two auxiliary mounting platforms 43, and at least two second seals 45 are located within the air chamber 200; the second seals 45 correspond one-to-one with the auxiliary mounting platforms 43.

[0080] The first seal 44 is used to abut against the side wall of the response hole 302 when the vehicle is traveling at high speed, so as to ensure that the air chamber 200 is isolated from the response hole 302; the second seal 45 is used to abut against the outer side wall of the support member 30 when the vehicle is traveling at low speed or stopped, so as to ensure that the air chamber 200 is isolated from the response hole 302.

[0081] It is understood that the first sealing element 45 is a component used to isolate the gas chamber 200 from the response hole 302; for example, the first sealing element 45 may be a rubber sealing ring or a composite sealing gasket. The second sealing element 46 is also a component used to isolate the gas chamber 200 from the response hole 302; for example, the second sealing element 46 may be a rubber sealing ring or a composite sealing gasket.

[0082] With this configuration, by setting the first seal 44 and the second seal 45, the air chamber 200 and the response hole 302 are always kept isolated from each other, so that the composite air spring 100 can work normally when the air bag 20 is not ruptured, thereby avoiding air leakage caused by setting the trigger mechanism 40.

[0083] Optionally, please refer to Figures 1 to 5 The triggering mechanism 40 also includes a protrusion 46, which is disposed on the inner wall of the triggering space 300 facing the auxiliary support fitting 12, and the protrusion 46 is located at the geometric center of the inner wall of the triggering space 300 facing the auxiliary support fitting 12; the end of the response member 42 facing the auxiliary mounting platform 43 is configured as a frustum structure, and the radius of the frustum structure near the protrusion 46 is smaller than the radius of the frustum structure away from the protrusion.

[0084] It is understood that the protrusion 46 is a component used to create some gap between the responder 42 and the responder hole 302; for example, the protrusion 46 may be a metal block or a metal pillar, etc.

[0085] With this configuration, by setting the protrusion 46 to create a certain distance between the auxiliary mounting platform 43 and the inner bottom wall of the response hole 302, the above configuration can prevent the frustum from being unable to enter the space between the auxiliary mounting platform 43 and the inner bottom wall of the response hole 302, thereby ensuring that the frustum can push the auxiliary mounting platform 43 to move.

[0086] For example, please refer to Figures 1 to 5 The sum of the height of the frustum structure and the length of the protrusion 46 along the axis of the responder 42 is less than the diameter of the responder hole 302.

[0087] With this configuration, the above scheme ensures that after the truncated cone pushes the auxiliary mounting platform 43, the auxiliary mounting platform 43 does not come into contact with the truncated cone. This results in only a force between the auxiliary mounting platform 43 and the response member 42, parallel to the central axis of the response hole 302. This prevents the auxiliary mounting platform 43 from moving when the internal pressure of the air chamber 200 changes, and ultimately prevents the first seal 44 and the second seal 45 from failing simultaneously.

[0088] In some embodiments, please refer to Figures 1 to 5 The triggering mechanism 40 also includes at least two response members 47, which are located on both sides of the protrusion 46 facing the two auxiliary mounting platforms 43. One end of the response member 47 is connected to the side of the protrusion 46 facing the protrusion 46, and the other end is connected to the side of the auxiliary mounting platform 43 facing the protrusion 46.

[0089] It is understood that the return component 47 is a component used to drive the auxiliary installation platform 43 back to its original position; for example, the return component 47 can be a metal spring.

[0090] With this configuration, when the car is at low speed or stopped, the responder 42 and the trigger 41 move away from the airbag 20 under the action of gravity, so that the return member 47 can drive the auxiliary mounting platform 43 to move towards the support member 30. As a result, when the airbag 20 ruptures while the car is at low speed or stopped, the car will tilt to the side of the failed composite air spring 100, thereby reminding the user that the composite air spring 100 has failed.

[0091] Optionally, in some embodiments, please refer to Figures 1 to 5 The auxiliary support unit 50 includes an auxiliary support member 51, a contact member 52, and an elastic element 53, wherein:

[0092] The auxiliary support 51 is disposed on the side of the auxiliary installation platform 43 facing the auxiliary support mating part 12, and the auxiliary support 51 has a compression hole 510.

[0093] The contact 52 is movably disposed within the compression hole 510, with one end of the contact 52 located within the compression hole 510 and the other end located within the air chamber 200, and the opening of the compression hole 510 facing the auxiliary support mating member 12.

[0094] The elastic element 53 is telescopically disposed in the compression hole 510. One end of the elastic element 53 is connected to the inner bottom wall of the compression hole 510, and the other end is connected to the contact element 52.

[0095] Among them, the elastic element 53, the auxiliary support 51 and the contact element 52 are used to provide shock absorption for the car in the event that the airbag 20 ruptures during high-speed driving.

[0096] It can be understood that the auxiliary support 51 is a component used to house the contact 52 and the elastic element 53; for example, the auxiliary support 51 can be a cylindrical shape or a small metal box with one end open and the other closed. The contact 52 is a component used to abut against the auxiliary support mating component 12; for example, the contact 52 can be a metal column or a metal block. The elastic element 53 is a component used to provide shock absorption; for example, the elastic element 53 can be a metal spring.

[0097] With this configuration, the above structure can provide a brief shock absorption effect in the event of failure of the composite air spring 100.

[0098] Optionally, please refer to Figures 1 to 5 The auxiliary support unit 50 also includes a locking structure 54 located within the air chamber 200. The locking structure 54 includes a locking member 541, a locking mating member 542, and a movable member 543, wherein:

[0099] The locking member 541 is movably disposed on the side of the contact member 52 facing the inner bottom wall of the compression hole 510, and the locking member 541 has an movable hole 5410.

[0100] A locking fitting 542 is disposed on the inner bottom wall of the compression hole 510. A locking fitting hole 5420 is formed on the side of the locking fitting 542 facing the locking fitting 541, and the opening of the movable hole 5410 faces the locking fitting 542. A movable member 543 is movably disposed within the movable hole 5410.

[0101] When the locking structure 54 is in the locked state, the movable hole 5410 is connected to the locking mating hole 5420, so that a part of the movable member 543 moves into the locking mating hole 5420, thereby making the locking member 541 and the locking mating member 542 play a locking role.

[0102] It can be understood that the locking member 541, the locking mating member 542, and the movable member 543 are mechanisms that cooperate to fix the contact member 52; for example, the locking member 541 can be a metal pillar or a metal rod, etc. For example, the locking mating member 542 can be a metal pillar or a metal rod, etc. For example, the movable member 543 can be a metal block or a metal pillar, etc.

[0103] With this configuration, the above solution fixes the contact member 52 by locking member 541, locking engagement member 542 and moving member 543, so that the contact member 52 is stationary relative to the auxiliary support member 51, thereby avoiding the influence of the contact member 52 on the composite air spring 100 (the up and down movement of the contact member 52 may contact the auxiliary support engagement member 12, which will affect the normal operation of the composite air spring 100).

[0104] In some embodiments, please refer to Figures 1 to 5The locking mating hole 5420 is set as an inclined surface on the side facing the inner bottom wall of the compression hole 510, so that the movable part 543 moves away from the locking mating part 542 during the process of the locking part 541 moving towards the inner bottom wall of the compression hole 510, thereby putting the locking structure 54 in the unlocked state.

[0105] With this configuration, the auxiliary support mating part 12 will move downwards when the airbag 20 ruptures, pushing the contact part 52 toward the inner bottom wall of the compression hole 510, thereby causing the inclined surface to push the movable part 543 to move away from the locking mating part 542, thereby releasing the locking state of the auxiliary support unit 50.

[0106] In some embodiments, please refer to Figures 1 to 5 When the locking structure 54 is in the locked state, the elastic element 53 is in the compressed state.

[0107] With this configuration, by setting the elastic element 53 to a compressed state when the locking structure 54 is in the locked state, the elastic element 53 can return to its normal state when the locking structure 54 is in the unlocked state, thereby reducing the distance between the contact member 52 and the auxiliary support mating member 12, thus ensuring that the vehicle body is at the same height, and thus enabling the vehicle to drive more safely.

[0108] In some embodiments, please refer to Figure 5 Gas channels are provided on the contact member 52 and the locking member 541. The gas channels connect the movable hole 5410 to the external space. Gas is supplied to the movable hole 5410 through the gas channels to push the movable member 541 to partially enter the locking mating hole 5420, thereby causing the locking structure 54 to enter the locking state.

[0109] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A composite air spring, characterized in that, include: The outer casing has a compression space; the outer casing includes an outer casing body and an auxiliary support fitting, the auxiliary support fitting being disposed on the inner sidewall of the outer casing body; An airbag is disposed within the compression space, and the interior of the airbag and the outer shell body form a closed air chamber; A support member, one end of which is disposed within the air chamber and the other end extends into the external space; an auxiliary support fitting is disposed on the side of the air chamber away from the support member; A triggering mechanism is disposed on the support member, with a portion of the triggering mechanism located in the external space of the support member and another portion located in the air chamber of the support member; as well as At least two auxiliary support units are evenly distributed on the portion of the triggering mechanism located in the air chamber; The triggering mechanism is used to push at least two of the auxiliary support units to move away from the support member when the vehicle is traveling at high speed, so that at least two of the auxiliary support units move directly below the auxiliary support mating member, so that the composite air spring still has a shock absorption effect when the airbag ruptures; the triggering mechanism is used to drive at least two of the auxiliary support units to move towards the support member when the vehicle is traveling at low speed or stopped, so that the vehicle descends when the airbag ruptures. The support member has a trigger space, a trigger groove, and at least two response holes. The trigger groove is located in the portion of the support member that is in the external space, and the at least two response holes are located in the portion of the support member that is in the air chamber. The trigger space is connected to the trigger groove and the at least two response holes respectively. The triggering mechanism includes: A trigger element is movably disposed within the trigger slot, with one end extending into the trigger space and the other end extending into the external space; the portion of the trigger element located in the external space is configured as an airfoil, and the direction of the airfoil is consistent with the direction of the vehicle's travel. A response element, movably disposed within the triggering space, wherein one end of the trigger element located within the triggering space is connected to the response element; and At least two auxiliary mounting platforms are movably disposed in at least two of the response holes, with a portion of the auxiliary mounting platform located inside the response hole and another portion located inside the air chamber; the auxiliary support unit is disposed on the side of the auxiliary mounting platform facing away from the trigger, and the auxiliary mounting platform, the response hole and the auxiliary support unit correspond one-to-one; The trigger is used to move toward the airbag when the vehicle is traveling at high speed, so as to push the response member toward the auxiliary mounting platform, thereby causing the auxiliary mounting platform to move away from the support member, and thus moving the auxiliary support unit directly below the auxiliary support mating member.

2. The composite air spring as described in claim 1, characterized in that, The triggering mechanism further includes: At least two first seals are respectively disposed on at least two of the auxiliary mounting platforms, and at least two of the first seals are located within at least two of the response holes; the first seals correspond one-to-one with the auxiliary mounting platforms; and At least two second seals are respectively disposed on at least two of the auxiliary mounting platforms, and at least two of the second seals are located in the air chamber; the second seals correspond one-to-one with the auxiliary mounting platforms; The first seal is used to abut against the side wall of the response hole when the vehicle is traveling at high speed to ensure that the air chamber is isolated from the response hole; the second seal is used to abut against the outer side wall of the support when the vehicle is traveling at low speed or stopped to ensure that the air chamber is isolated from the response hole.

3. The composite air spring as described in claim 1, characterized in that: The triggering mechanism further includes a protrusion disposed on the inner wall of the triggering space facing the auxiliary support fitting, and the protrusion is located at the geometric center of the inner wall of the triggering space facing the auxiliary support fitting. The end of the responsive element facing the auxiliary mounting platform is configured as a frustum structure, and the radius of the frustum structure on the side closer to the protrusion is smaller than the radius of the frustum structure on the side farther from the protrusion.

4. The composite air spring as described in claim 3, characterized in that: The sum of the height of the frustum structure and the length of the protrusion along the axis of the responding member is less than the diameter of the responding hole.

5. The composite air spring as described in claim 3, characterized in that: The triggering mechanism further includes at least two response components, which are located on both sides of the protrusion facing the two auxiliary mounting platforms. One end of each response component is connected to the side of the protrusion facing the protrusion, and the other end is connected to the side of the auxiliary mounting platform facing the protrusion.

6. The composite air spring as described in claim 1, characterized in that, The auxiliary support unit includes: An auxiliary support member is disposed on the side of the auxiliary mounting platform facing the auxiliary support mating member. The auxiliary support member has a compression hole, and the opening of the compression hole faces the auxiliary support mating member. A contact element is movably disposed within the compression hole, one end of the contact element being located within the compression hole and the other end being located within the air chamber; and An elastic element is telescopically disposed within the compression hole, with one end of the elastic element connected to the inner bottom wall of the compression hole and the other end connected to the contact element; The elastic element, the auxiliary support, and the contact element are used to provide shock absorption for the vehicle in the event of airbag rupture during high-speed driving.

7. The composite air spring as described in claim 6, wherein the auxiliary support unit further includes a locking structure located within the air chamber, characterized in that, The locking structure includes: A locking member is movably disposed on the side of the contact member facing the bottom wall of the compression hole, and the locking member has a movable hole; A locking fitting is disposed on the bottom wall of the compression hole. The locking fitting has a locking hole on the side facing the locking member, and the opening of the movable hole faces the locking fitting. The movable component is movably disposed within the movable hole; Wherein, the movable hole is connected to the locking mating hole when the locking structure is in the locked state, so that a part of the movable member moves into the locking mating hole, thereby enabling the locking member and the locking mating member to play a locking role.

8. The composite air spring as described in claim 7, characterized in that: The locking engagement hole is set with an inclined surface on the side facing the bottom wall of the compression hole, so that the movable part moves away from the locking engagement member as the locking member moves towards the bottom wall of the compression hole, thereby putting the locking structure in an unlocked state.

9. The composite air spring as described in claim 7, characterized in that: When the locking structure is in the locked state, the elastic element is in the compressed state.

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