Automobile shock absorber with liftable chassis

Abstract

The automobile shock absorber comprises a shock absorber body and an air bag assembly, the air bag assembly comprises a rubber air bag, an air bag upper seat and an air bag lower seat, the shock absorber body is connected with the air bag lower seat in a matched mode, and an air cavity is formed in the rubber air bag. The air bag assembly further comprises a normally-closed two-position two-way control valve communicated with the air cavity, the two-position two-way control valve is electrically connected with a timing module, and the timing module is used for controlling the two-position two-way control valve to conduct periodic power-on and power-off so as to achieve timing exhaust operation on the rubber air bag. The height of the automobile chassis is adjusted by arranging the air bag assembly so as to adapt to different road conditions. Through the arrangement of the two-position two-way control valve and the timing module, periodic exhaust of the rubber air bag is achieved, the situation that the elasticity of the rubber air bag is reduced due to long-time inflation of the rubber air bag due to the fact that a user forgets to exhaust the air of the rubber air bag is avoided, and the service life of the rubber air bag is prolonged.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile shock absorbers, in particular to an automobile shock absorber with a liftable chassis. Background Art

[0002] With the continuous updating and advancement of automobile application technology, people pay more and more attention to the stability and safety of automobile driving. Automobiles will encounter various complex situations during driving, such as uneven roads, fast cornering, etc., which require higher and higher stability of the automobile chassis. Under this demand, automobile shock absorbers came into being. Automobile shock absorbers are very important components in the suspension system. They are a device used to reduce shocks for automobiles. Their working principle is: when the frame and the car are vibrated and move relative to each other, the piston in the shock absorber cylinder moves up and down, and the oil in the shock absorber cylinder repeatedly enters another chamber from a chamber separated by the piston through the flow hole on the piston. At this time, the friction between the flow hole wall of the piston and the oil forms a damping force, and the internal friction between the oil molecules also forms a damping force, which converts the vibration energy of the car into oil heat energy, which is then absorbed by the shock absorber and dissipated into the air.

[0003] The piston of the shock absorber mentioned above will only move up and down in the shock absorber cylinder to achieve shock absorption when the car is in the air or in a downward pressure state, and cannot be used to adjust the height of the car chassis. The height of the car chassis is relatively low, and a low car chassis will cause many disadvantages, such as it is difficult to drive normally on rugged roads or in places with poor road conditions such as mud, ditches, etc. Although the effect of raising the chassis can be achieved once and for all, if the car chassis is fixed too high, it will lead to poor stability during normal driving.

[0004] In order to effectively reduce the shock of the car and adjust the height of the car chassis, shock absorbers with air bags have appeared on the market, such as the shock absorber with air bags disclosed in the Chinese utility model patent (publication number: CN204041814U), which includes a shock absorber body, a lifting air bag connected with the shock absorber body, the shock absorber body includes an oil storage cylinder, a working cylinder, a connecting rod, a guide, an oil seal, a piston valve assembly and a bottom valve assembly, the bottom end of the connecting rod is fixedly connected to the piston valve assembly, the two ends of the lifting air bag are respectively provided with an air bag upper seat and an air bag lower seat, the lifting air bag is sleeved on the top of the oil storage cylinder through the air bag lower seat, the outer wall of the lifting air bag is arranged in parallel with a plurality of waist hoops, the air bag upper seat is provided with a one-way air nozzle connected with the inner cavity of the lifting air bag, and the air bag lower seat is threadedly connected with the oil storage cylinder. It has a simple and reasonable structure, a large air bag lifting force, a good shock absorption effect, convenient installation, strong sealing performance, and is not prone to air leakage.

[0005] However, the shock absorber with airbag disclosed in the above prior art has an airbag made of elastic rubber material, which cannot be inflated for a long time. Long-term inflation will reduce the elasticity of the airbag. Therefore, it is necessary to completely release the air pressure in the airbag regularly to restore the elasticity of the airbag. Usually, the airbag is completely released once a month. In actual applications, users often forget to completely release the airbag regularly, and the airbag is not completely released for a long time. In the long run, the elasticity of the airbag is reduced, and the service life of the airbag is reduced.

[0006] Therefore, it is necessary to improve the existing technology. Utility Model Content

[0007] The utility model aims to solve the problem in the prior art that users often forget to fully release the rubber airbag regularly, which causes the elasticity of the rubber airbag to decrease and reduces the service life of the rubber airbag, and proposes a chassis liftable automobile shock absorber.

[0008] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0009] A chassis liftable automobile shock absorber comprises a shock absorber body and an airbag assembly, wherein the airbag assembly comprises a rubber airbag, an upper airbag seat and a lower airbag seat, wherein the shock absorber body is cooperatively connected with the lower airbag seat, an air cavity is formed in the rubber airbag, and the airbag assembly further comprises a normally closed two-position two-way control valve communicated with the air cavity, wherein the two-position two-way control valve is electrically connected with a timing module, and wherein the timing module is used to control the two-position two-way control valve to periodically turn on and off power so as to realize a timed exhaust operation of the rubber airbag.

[0010] Furthermore, the two-position two-way control valve is a plug-in solenoid valve, which includes a housing, a moving iron core, and a stationary iron core. The stationary iron core is fixedly arranged on the upper part of the housing, and the lower end of the stationary iron core is embedded in the housing. The moving iron core is movably arranged in the housing. A valve is formed between the bottom end of the moving iron core and the bottom end of the housing. A return spring is provided between the top of the moving iron core and the housing. The return spring makes the moving iron core always have a tendency to move toward the stationary iron core, so that the moving iron core always has a tendency to close the valve.

[0011] Furthermore, when the two-position two-way control valve is energized, the moving iron core overcomes the elastic force of the return spring and moves downward to open the valve.

[0012] Furthermore, a plurality of through holes communicating with the valve are circumferentially arranged at the lower end of the shell.

[0013] Furthermore, the moving iron core includes an upper moving iron core and a lower moving iron core that are tightly connected, the upper end of the upper moving iron core is provided with a first convex ring, and the return spring is arranged between the first convex ring and the shell; the lower end of the lower moving iron core is provided with a second convex ring, and the lower end of the shell is provided with a third convex ring that cooperates with the second convex ring stopper.

[0014] Furthermore, the airbag assembly also includes a one-way air nozzle communicated with the air cavity.

[0015] Furthermore, the airbag assembly also includes a plurality of tightening rings sleeved on the outer wall of the rubber airbag, and the tightening rings form an inner concave wave on the outer wall of the rubber airbag.

[0016] Furthermore, a sealing ring is provided between the two-position two-way control valve and the airbag upper seat.

[0017] Furthermore, the shock absorber body includes an oil storage cylinder, a working cylinder, a piston assembly, a piston rod, a base assembly, an upper end cover and a lower end cover. The working cylinder is sleeved in the oil storage cylinder, the piston assembly is movably arranged in the working cylinder, the bottom end of the piston rod is fixedly connected to the piston assembly, the rubber airbag is sleeved on the top end of the oil storage cylinder through the airbag lower seat, and the top end of the piston rod passes through the upper end cover, the airbag lower seat, and the airbag upper seat in sequence and extends out of the rubber airbag.

[0018] Furthermore, a first compression valve is provided at the upper end of the piston assembly, and a second compression valve is provided at the upper end of the base assembly; a first rebound valve is provided at the lower end of the piston assembly, and a second rebound valve is provided at the lower end of the base assembly; the upper end cover, the working cylinder barrel and the piston assembly cooperate to form a first chamber, the base assembly, the working cylinder barrel and the piston assembly cooperate to form a second chamber, and the working cylinder barrel, the oil storage cylinder barrel and the lower end cover cooperate to form a third chamber; when the piston rod moves downward, the first rebound valve and the second compression valve are both opened, so that the first chamber is connected to the second chamber, and the second chamber is connected to the third chamber; when the piston rod moves upward, the first compression valve and the second rebound valve are both opened, so that the first chamber is connected to the second chamber, and the second chamber is connected to the third chamber.

[0019] After adopting the above structure, the utility model has the following beneficial effects:

[0020] (1) The utility model discloses a chassis-liftable automobile shock absorber, comprising a shock absorber body and an airbag assembly, wherein the airbag assembly comprises a rubber airbag, an upper airbag seat and a lower airbag seat, and the shock absorber body is cooperatively connected with the lower airbag seat. The airbag assembly is provided to adjust the height of the chassis. When the road conditions are bad, such as on a rugged road surface or in muddy water or ditches, the chassis of the automobile is raised to enable the automobile to pass through the road section smoothly; when the road conditions are good, the chassis of the automobile is lowered to enable the automobile to drive more stably.

[0021] (2) The utility model discloses a chassis liftable automobile shock absorber, wherein an air cavity is formed in the rubber airbag, and the airbag assembly further includes a normally closed two-position two-way control valve connected to the air cavity, wherein the two-position two-way control valve is electrically connected to a timing module, and the timing module is used to control the two-position two-way control valve to periodically switch on and off power to achieve a timed exhaust operation of the rubber airbag. The two-position two-way control valve and the timing module are provided to achieve periodic exhaust of the rubber airbag, thereby preventing the user from forgetting to exhaust the rubber airbag, which results in a decrease in the elasticity of the rubber airbag due to long-term inflation. The utility model improves the service life of the rubber airbag. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the specific implementation methods of the present utility model, the drawings required for use in the description of the specific implementation methods will be briefly introduced below. Obviously, the drawings in the following description are some implementation methods of the present utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0023] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0024] Figure 2 The utility model Figure 1 A schematic diagram of the structure at A;

[0025] Figure 3 It is a schematic diagram of the overall structure of the two-position two-way control valve of the utility model (the valve is in a closed state);

[0026] Figure 4 The utility model Figure 3 A schematic diagram of the structure at B;

[0027] Figure 5 It is a schematic diagram of the overall structure of the two-position two-way control valve of the utility model (the valve is in the open state);

[0028] Figure 6 The utility model Figure 5 Enlarged schematic diagram of the structure at location C.

[0029] Figures 1 to 6 The bid number is:

[0030] 1. Shock absorber body; 11. Oil storage cylinder; 12. Working cylinder; 13. Piston assembly; 14. Piston rod; 15. Base assembly; 16. Upper end cover; 17. Lower end cover; 100. First chamber; 101. Second chamber; 102. Third chamber; 2. Airbag assembly; 21. Rubber airbag; 211. Air cavity; 212. Inner concave wave; 22. Upper seat of airbag; 23. Lower seat of airbag; 24. One-way air nozzle; 25. Tightening ring; 3. Two-position two-way control valve; 31. Shell; 311. Through hole; 312. Third convex ring; 32. Moving iron core; 321. Upper moving iron core; 3211. First convex ring; 322. Lower moving iron core; 3221. Second convex ring; 33. Static iron core; 34. Valve; 35. Reset spring; 4. Sealing ring. DETAILED DESCRIPTION

[0031] In order to make the above-mentioned purposes, features and advantages of the utility model more obvious and easy to understand, the specific implementation methods of the utility model are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the utility model. However, the utility model can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the utility model, so the utility model is not limited by the specific embodiments disclosed below.

[0032] In the description of the present invention, it should be understood that if the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. appear, the orientation or position relationship indicated by these terms is based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present invention and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0033] In addition, if the terms "first" or "second" appear, these terms are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of the present utility model, if the term "plurality" appears, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0034] In the present invention, unless otherwise clearly defined and limited, if the terms "installed", "connected", "connected", "fixed" and the like appear, these terms should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0035] In the present utility model, unless otherwise clearly specified and limited, if there is a description that a first feature is "above" or "below" a second feature, etc., or similar descriptions appear, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "above" and "above" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. The first feature being "below", "below" and "below" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0036] It should be noted that if an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. If an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. If any, the terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in this utility model are only for illustrative purposes and do not represent the only implementation method.

[0037] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments of the present invention can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0038] like Figures 1 to 6 As shown, a chassis liftable automobile shock absorber comprises a shock absorber body 1 and an airbag assembly 2, wherein the airbag assembly 2 comprises a rubber airbag 21, an airbag upper seat 22 and an airbag lower seat 23, wherein the shock absorber body 1 is cooperatively connected with the airbag lower seat 23, wherein an air cavity 211 is formed in the rubber airbag 21, and the airbag assembly 2 further comprises a normally closed two-position two-way control valve 3 communicated with the air cavity 211, wherein the two-position two-way control valve 3 is electrically connected with a timing module, wherein the timing module is used to control the two-position two-way control valve 3 to perform periodic on and off power so as to realize the timed exhaust operation of the rubber airbag 21.

[0039] Based on the above embodiments, the utility model aims to provide a chassis liftable automobile shock absorber, comprising a shock absorber body 1 and an airbag assembly 2, wherein the airbag assembly 2 comprises a rubber airbag 21, an airbag upper seat 22 and an airbag lower seat 23, and the shock absorber body 1 is connected with the airbag lower seat 23. The height of the chassis is adjusted by setting the airbag assembly 2. When the road conditions are bad such as a rugged road surface or a muddy swamp or a ditch, the automobile chassis is raised to allow the automobile to pass through the road section smoothly; when the road conditions are good, the automobile chassis is lowered to allow the automobile to drive more stably. An air cavity 211 is formed in the rubber airbag 21, and the airbag assembly 2 also comprises a normally closed two-position two-way control valve 3 connected to the air cavity 211. The two-position two-way control valve 3 is electrically connected to a timing module, and the timing module is used to control the two-position two-way control valve 3 to periodically turn on and off the power to achieve the timed exhaust operation of the rubber airbag 21. The two-position two-way control valve 3 and the timing module are provided to realize the periodic exhaust of the rubber airbag 21, so as to avoid the user forgetting to exhaust the rubber airbag 21, which causes the elasticity of the rubber airbag 21 to decrease due to long-term inflation. The utility model increases the service life of the rubber airbag 21. Specifically, the two-position two-way control valve 3 is controlled by the timing module to open the exhaust work once a month, and the exhaust time required for each complete release of the rubber airbag 21 is set according to the size of the rubber airbag 21. After the set time is reached, the two-position two-way control valve 3 is controlled by the timing module to close the exhaust work.

[0040] As another preferred embodiment of the present invention, the two-position two-way control valve 3 is a plug-in solenoid valve, comprising a housing 31, a moving iron core 32, and a static iron core 33. The static iron core 33 is fixedly arranged on the upper part of the housing 31, and the lower end of the static iron core 33 is embedded in the housing 31. The moving iron core 32 is movably arranged in the housing 31. A valve 34 is formed between the bottom end of the moving iron core 32 and the bottom end of the housing 31. A return spring 35 is arranged between the top of the moving iron core 32 and the housing 31. The return spring 35 makes the moving iron core 32 always have a tendency to move toward the static iron core 33, so that the moving iron core 32 always has a tendency to close the valve 34. When the two-position two-way control valve 3 is powered on, the moving iron core 32 overcomes the elastic force of the return spring 35 and moves downward, and opens the valve 34. The lower end of the housing 31 is circumferentially provided with a plurality of through holes 311 connected with the valve 34. The movable iron core 32 comprises an upper movable iron core 321 and a lower movable iron core 322 which are tightly connected. The upper end of the upper movable iron core 321 is provided with a first convex ring 3211, and the return spring 35 is arranged between the first convex ring 3211 and the housing 31; the lower end of the lower movable iron core 322 is provided with a second convex ring 3221, and the lower end of the housing 31 is provided with a third convex ring 312 which cooperates with the second convex ring 3221 as a stop. Figure 1 , Figure 5 As shown, the two-position two-way control valve 3 is a plug-in solenoid valve. The plug-in structure is convenient for the installation of the two-position two-way control valve 3, and the structure of the two-position two-way control valve 3 is compact, reducing the occupied space. The reset spring 35 is arranged between the first convex ring 3211 and the housing 31. The reset spring 35 makes the moving iron core 32 always have a tendency to move toward the static iron core 33. At this time, the second convex ring 3221 and the third convex ring 312 stop and cooperate, that is, the valve 34 is always in a closed state under the action of the reset spring 35. When the two-position two-way control valve 3 is energized, the moving iron core 32 overcomes the elastic force of the reset spring 35 and moves downward. At this time, the second convex ring 3221 and the third convex ring 312 are disengaged from the stop and cooperate, that is, the valve 34 is in an open state, and the gas in the rubber airbag 21 enters the valve cavity of the two-position two-way control valve 3 through the valve 34, and is discharged to the atmosphere through the through hole 311 set in the housing 31, thereby realizing the exhaust of the rubber airbag 21. Specifically, the exhaust time can be set according to the size of the air cavity 211. After all the gas in the air cavity 211 is released, the timing module controls the two-position two-way control valve 3 to cut off the power, and the moving iron core 32 moves upward under the elastic force of the reset spring 35 until the second convex ring 3221 and the third convex ring 312 stop cooperate, that is, the valve 34 is in a closed state.

[0041] As another preferred solution of the utility model, a sealing ring 4 is provided between the two-position two-way control valve 3 and the airbag upper seat 22. Figure 2 As shown, the sealing ring 4 is made of flexible rubber material. The characteristics of the flexible material enable the sealing ring 4 to fit better with the two-position two-way control valve 3 and the airbag upper seat 22, thereby effectively playing a sealing role.

[0042] As another preferred embodiment of the present invention, the airbag assembly 2 further includes a one-way air nozzle 24 connected to the air cavity 211. Figure 1 As shown, by providing a one-way air nozzle 24 on the airbag upper seat 22 , the rubber airbag 21 can be inflated, and gas leakage of the rubber airbag 21 can also be effectively avoided.

[0043] As another preferred embodiment of the present invention, the airbag assembly 2 further comprises a plurality of tightening rings 25 sleeved on the outer wall of the rubber airbag 21, and the tightening rings 25 form an inner concave wave 212 on the outer wall of the rubber airbag 21. Figure 1As shown, by sleeved a plurality of tightening rings 25 on the outer wall of the rubber airbag 21, an inner concave wave 212 is formed on the outer wall of the rubber airbag 21, thereby making the outer wall of the rubber airbag 21 present a wavy structure. Under the action of the plurality of tightening rings 25, the rubber airbag 21 can be equivalent to a plurality of independent airbags from top to bottom, thereby effectively improving the lifting force of the rubber airbag 21, so that the rubber airbag 21 has a better inhibitory effect on the movement of the piston rod 14, thereby improving the shock absorption effect of the utility model.

[0044] As another preferred embodiment of the present invention, the shock absorber body 1 includes an oil storage cylinder 11, a working cylinder 12, a piston assembly 13, a piston rod 14, a base assembly 15, an upper end cover 16 and a lower end cover 17. The working cylinder 12 is sleeved in the oil storage cylinder 11, the piston assembly 13 is movably arranged in the working cylinder 12, the bottom end of the piston rod 14 is fixedly connected to the piston assembly 13, the rubber airbag 21 is sleeved on the top end of the oil storage cylinder 11 through the airbag lower seat 23, and the top end of the piston rod 14 passes through the upper end cover 16, the airbag lower seat 23, and the airbag upper seat 22 in sequence and extends out of the rubber airbag 21. The upper end of the piston assembly 13 is provided with a first compression valve, and the upper end of the base assembly 15 is provided with a second compression valve; the lower end of the piston assembly 13 is provided with a first rebound valve, and the lower end of the base assembly 15 is provided with a second rebound valve; the upper end cover 16, the working cylinder barrel 12 and the piston assembly 13 cooperate to form a first chamber 100, the base assembly 15, the working cylinder barrel 12 and the piston assembly 13 cooperate to form a second chamber 101, and the working cylinder barrel 12, the oil storage cylinder barrel 11 and the lower end cover 17 cooperate to form a third chamber 102; when the piston rod 14 moves downward, the first rebound valve and the second compression valve are both opened, so that the first chamber 100 is connected to the second chamber 101, and the second chamber 101 is connected to the third chamber 102; when the piston rod 14 moves upward, the first compression valve and the second rebound valve are both opened, so that the first chamber 100 is connected to the second chamber 101, and the second chamber 101 is connected to the third chamber 102. In this embodiment, Figure 1As shown, when the shock absorber body 1 is compressed, the piston rod 14 drives the piston assembly 13 to move downward, the volume of the second chamber 101 decreases, the oil pressure increases, and the oil flows through the first rebound valve to the first chamber 100. A part of the space in the first chamber 100 is occupied by the piston rod 14, so the increased volume of the first chamber 100 is smaller than the reduced volume of the second chamber 101, so a part of the oil pushes open the second compression valve and flows into the third chamber 102. The throttling effect of the first rebound valve and the second compression valve on the oil causes the shock absorber body 1 to generate compression damping during the compression process. When the shock absorber body 1 is stretched, the piston rod 14 drives the piston assembly 13 to move upward, the oil pressure in the first chamber 100 increases, the first rebound valve is closed, and the oil in the first chamber 100 pushes the first compression valve open and flows into the second chamber 101. Due to the existence of the piston rod 14, the oil flowing in from the first chamber 100 is not enough to fill the increased volume of the second chamber 101, so that a vacuum space is generated in the second chamber 101. At this time, the oil in the third chamber 102 pushes the second rebound valve open and flows into the second chamber 101 for replenishment. The throttling effect of the first compression valve and the second rebound valve causes the shock absorber body 1 to generate tensile damping during the stretching process.

[0045] Obviously, the above embodiments are merely examples for the purpose of clear explanation, and are not intended to limit the implementation methods. For those skilled in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the implementation methods here. The obvious changes or modifications derived therefrom are still within the scope of protection of the present utility model.

Claims

1. A chassis liftable automobile shock absorber, comprising a shock absorber body (1) and an airbag assembly (2), wherein the airbag assembly (2) comprises a rubber airbag (21), an airbag upper seat (22) and an airbag lower seat (23), wherein the shock absorber body (1) is connected to the airbag lower seat (23), and an air cavity (211) is formed in the rubber airbag (21), characterized in that: The airbag assembly (2) further comprises a normally closed two-position two-way control valve (3) in communication with the air cavity (211); the two-position two-way control valve (3) is electrically connected to a timing module, the timing module being used to control the two-position two-way control valve (3) to periodically switch on and off power, thereby achieving a timed exhaust operation of the rubber airbag (21).

2. The chassis liftable automobile shock absorber according to claim 1, characterized in that: The two-position two-way control valve (3) is a plug-in solenoid valve, comprising a housing (31), a moving iron core (32), and a stationary iron core (33). The stationary iron core (33) is fixedly arranged on the upper part of the housing (31), and the lower end of the stationary iron core (33) is embedded in the housing (31). The moving iron core (32) is movably arranged in the housing (31). A valve (34) is formed between the bottom end of the moving iron core (32) and the bottom end of the housing (31). A return spring (35) is abutted between the top of the moving iron core (32) and the housing (31). The return spring (35) enables the moving iron core (32) to always have a tendency to move toward the stationary iron core (33), so that the moving iron core (32) always has a tendency to close the valve (34).

3. The chassis liftable automobile shock absorber according to claim 2, characterized in that: When the two-position two-way control valve (3) is energized, the moving iron core (32) overcomes the elastic force of the return spring (35) and moves downward, thereby opening the valve (34).

4. The chassis liftable automobile shock absorber according to claim 2, characterized in that: The lower end of the housing (31) is provided with a plurality of through holes (311) along the circumferential direction and communicated with the valve (34).

5. The chassis liftable automobile shock absorber according to claim 2, characterized in that: The moving iron core (32) comprises an upper moving iron core (321) and a lower moving iron core (322) which are tightly connected, the upper end of the upper moving iron core (321) is provided with a first convex ring (3211), and the return spring (35) is arranged between the first convex ring (3211) and the housing (31); the lower end of the lower moving iron core (322) is provided with a second convex ring (3221), and the lower end of the housing (31) is provided with a third convex ring (312) which cooperates with the second convex ring (3221) as a stopper.

6. The chassis liftable automobile shock absorber according to claim 1, characterized in that: The airbag assembly (2) further comprises a one-way air nozzle (24) in communication with the air cavity (211).

7. The chassis liftable automobile shock absorber according to claim 1, characterized in that: The airbag assembly (2) further comprises a plurality of tightening rings (25) sleeved on the outer wall of the rubber airbag (21), wherein the tightening rings (25) form an inner concave wave (212) on the outer wall of the rubber airbag (21).

8. The chassis liftable automobile shock absorber according to claim 1, characterized in that: A sealing ring (4) is provided between the two-position two-way control valve (3) and the airbag upper seat (22).

9. The chassis liftable automobile shock absorber according to claim 1, characterized in that: The shock absorber body (1) comprises an oil storage cylinder (11), a working cylinder (12), a piston assembly (13), a piston rod (14), a base assembly (15), an upper end cover (16) and a lower end cover (17); the working cylinder (12) is sleeved in the oil storage cylinder (11); the piston assembly (13) is movably arranged in the working cylinder (12); the bottom end of the piston rod (14) is fixedly connected to the piston assembly (13); the rubber airbag (21) is sleeved on the top end of the oil storage cylinder (11) through the airbag lower seat (23); the top end of the piston rod (14) passes through the upper end cover (16), the airbag lower seat (23) and the airbag upper seat (22) in sequence and protrudes out of the rubber airbag (21).

10. The chassis liftable automobile shock absorber according to claim 9, characterized in that: The upper end of the piston assembly (13) is provided with a first compression valve, and the upper end of the base assembly (15) is provided with a second compression valve; the lower end of the piston assembly (13) is provided with a first rebound valve, and the lower end of the base assembly (15) is provided with a second rebound valve; the upper end cover (16), the working cylinder barrel (12) and the piston assembly (13) cooperate to form a first chamber (100), the base assembly (15), the working cylinder barrel (12) and the piston assembly (13) cooperate to form a second chamber (101), and the working cylinder barrel (12 ), the oil storage cylinder (11) and the lower end cover (17) cooperate to form a third chamber (102); when the piston rod (14) moves downward, the first rebound valve and the second compression valve are both opened, so that the first chamber (100) and the second chamber (101), and the second chamber (101) and the third chamber (102) are both communicated; when the piston rod (14) moves upward, the first compression valve and the second rebound valve are both opened, so that the first chamber (100) and the second chamber (101), and the second chamber (101) and the third chamber (102) are both communicated.

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