Multi-section progressive increase type variable stiffness spring structure for automobile suspension

Abstract

The utility model discloses a multi-section progressive increase type variable stiffness spring structure for an automobile suspension in the field of automobiles, which comprises a piston, an air bag and an upper cover plate which are sequentially connected from bottom to top, and the air bag is connected with an air inlet of a stroke upward stiffness control valve and / or a stroke downward stiffness control valve through an air inlet pipe. Each rigidity control valve comprises a control valve element and a control valve body, an annular valve element groove is formed in the outer side wall of each control valve element, a control valve body groove is formed in the inner side wall of each control valve body, and in the axial direction, the control valve body grooves partially coincide with the corresponding annular valve element grooves in the same control valve. The air inlet pipe is connected to the middle of the control valve body groove, the upper edge of the annular valve element groove in the upward stroke rigidity control valve is connected with the corresponding exhaust pipe, the lower edge of the annular valve element groove in the downward stroke rigidity control valve is connected with the corresponding exhaust pipe, and more structures can be formed to adapt to more suspension using scenes.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobiles, relates to an automobile suspension structure, and specifically relates to ten specific implementation structures of a multi-stage increasing variable stiffness spring for an automobile suspension. Background Technique

[0002] The suspension is an important structural and functional component of an automobile, mainly used to attenuate the vibration transmitted from the wheels to the body when the automobile is driving on a bad road, so that the occupants can obtain good riding comfort.

[0003] To obtain the optimal low-frequency and high-frequency vibration suppression effects of the vehicle body, the suspension provided in the document with the patent application number CN2024112169851 and the title "Stiffness-increasing type three-mass two-stage vibration damping hierarchical control suspension and design and application" adopts a stiffness-increasing type spring. After being connected in parallel with an adjustable damping shock absorber, it is installed between the vehicle body and the wheel. The stiffness-increasing type spring has a stroke-type stiffness control valve. The stroke-type stiffness control valve includes a valve core and a valve body. One end of the intake pipe is communicated with the airbag, and the other end is communicated with a valve body groove provided on the inner side wall of the valve body. The exhaust manifold has upper and lower branch pipes. The ends of the upper and lower branch pipes connected to the valve body are respectively communicated with the upper and lower annular valve core grooves provided on the outer side wall of the valve core in a one-to-one manner. The upper and lower branch pipes are combined into one outside the valve body and then connected to the stiffness control air chamber through an electromagnetic valve. When the vehicle body is at a medium height and in the initial state where there is no relative movement between the valve body and the valve core, one valve body groove is facing the two annular valve core grooves and is communicated with both the upper and lower exhaust pipes; when the vehicle body moves up and down relative to the wheel, when the valve core does not block the two branch pipes, a smaller stiffness is provided, and when the two branch pipes are blocked, a larger stiffness is provided. The document with the patent application number CN 2024113213353 and the title "A multi-stage increasing type variable stiffness spring for an automotive suspension and its working method" provides a multi-stage increasing type variable stiffness spring, which includes a piston, an airbag, and an upper cover plate connected in sequence from bottom to top. The upper cover plate is connected upward to the vehicle body or the frame. The top of the piston is a piston top plate fixedly connected to the lower end of the airbag, and the bottom of the piston is a piston bottom plate connected downward to the axle or the wheel. One end of the air pipe is connected to the airbag, and the other end is connected to an additional air chamber. An electromagnetic valve is provided on the air pipe. The inside of the piston is a hollow chamber, and a force-transmitting plate capable of moving up and down is provided in the chamber. The lower end of the force-transmitting rod is fixedly connected to the middle of the force-transmitting plate, and then passes through the piston top plate and the airbag upward and is fixedly connected to the upper cover plate. Inside the airbag, a second spring is sleeved outside the force-transmitting rod. The lower end of the second spring is fixedly connected to the upper end surface of the piston top plate, and the upper end of the second spring is a free end, or the lower end surface of the second spring is set as a free end, and the upper end surface is fixedly connected to the lower end surface of the upper cover plate; a third spring is provided inside the piston. The upper end of the third spring is fixedly connected to the lower end surface of the piston top plate, and the lower end of the third spring is a free end, or the upper end surface of the third spring is set as a free end, and the lower end surface is fixedly connected to the upper end surface of the force-transmitting plate. A regular polygon through hole is opened on the piston top plate, and the cross section of the force-transmitting rod is a regular polygon. A regular polygon first guide is provided on the regular polygon through hole of the piston top plate to cooperate with the force-transmitting rod; a circular second guide that matches the inner surface of the piston cylinder is provided on the outer circumferential surface of the force-transmitting plate.

[0004] However, the problems of the stiffness-increasing spring and the multi-stage increasing variable stiffness spring provided in the above two patent documents are as follows: (1) The document with the patent application number CN2024112169851 provides a multi-stage increasing variable stiffness spring, which adjusts the spring and suspension stiffness by controlling the on-off of the main air chamber and the stiffness adjustment air chamber only relying on the change of the suspension stroke. The problems are: Since there are upper and lower bronchial tubes in the exhaust manifold, the composition of the valve body and the valve core is limited; (2) The document with the patent application number CN2024113213353 provides a multi-stage increasing variable stiffness spring, which sets springs with the same or different parameters between the upper cover plate and the upper end surface of the piston top plate, and between the lower end surface of the piston top plate and the upper end surface of the force transmission plate. However, it does not consider combining the second spring and the third spring with the multi-stage increasing variable stiffness spring provided in the document with the patent application number CN2024112169851 to form more multi-stage increasing variable stiffness spring structures to adapt to more suspension usage scenarios. Summary of the Invention

[0005] The purpose of the present utility model is to solve the problem that the structural diversity of the stiffness springs provided in the documents with the patent application numbers CN2024112169851 and CN2024113213353 is insufficient and cannot adapt to more suspension usage scenarios. A multi-stage increasing variable stiffness spring structure is proposed, which can be varied to form more multi-stage increasing variable stiffness spring structures and can adapt to more suspension usage scenarios.

[0006] The technical solution adopted by the utility model is as follows: It includes a piston, an airbag, and an upper cover plate connected in sequence from bottom to top. The airbag is connected to the air inlet of a stroke-up stiffness control valve and / or the air inlet of a stroke-down stiffness control valve through an air inlet pipe. The exhaust ports of the stroke-up stiffness control valve and the stroke-down stiffness control valve are each connected to a stiffness adjustment air chamber through an exhaust pipe, or the two exhaust pipes are merged into an exhaust main pipe and then connected to the stiffness adjustment air chamber; each of the stroke-up stiffness control valve and the stroke-down stiffness control valve includes a control valve core and a control valve body. Each control valve core passes through the inside of the corresponding control valve body and both the upper and lower ends are exposed outside the control valve body; an annular valve core groove is formed on the outer side wall of each control valve core, and a control valve body groove is provided on the inner side wall of each control valve body. Axially, part of the control valve body groove coincides with the corresponding annular valve core groove on the same control valve, and the axial height of the control valve body groove is greater than or equal to the axial height of the corresponding annular valve core groove on the same control valve; the air inlet pipe is connected to the middle position of the control valve body groove of the stroke-up stiffness control valve and / or the stroke-down stiffness control valve through the corresponding air inlet. The upper edge of the annular valve core groove on the stroke-up stiffness control valve is connected to its corresponding exhaust pipe, and the lower edge of the annular valve core groove on the stroke-down stiffness control valve is connected to its corresponding exhaust pipe; the control valve body of the stroke-up stiffness control valve and / or the control valve body of the stroke-down stiffness control valve are fixedly connected to the upper cover plate through a valve body mounting seat, and the lower end of the lower end of the control valve core is fixedly connected to the bottom of the piston through an electric control clamping device.

[0007] Further, the inside of the piston is a hollow chamber, and a circular force transmission plate capable of moving up and down in the inner chamber of the piston is provided in the chamber. The lower end of the force transmission rod is fixedly connected to the center of the force transmission plate and passes upward through the airbag and is fixedly connected to the upper cover plate.

[0008] Furthermore, inside the airbag, a second spring arranged up and down is coaxially sleeved outside the force transmission rod. One end of the second spring is a fixed end and the other end is a free end.

[0009] Or, inside the piston, a third spring arranged up and down is sleeved outside the force transmission rod above the force transmission plate. One end of the third spring is a fixed end and the other end is a free end.

[0010] Or, inside the airbag, a second spring arranged up and down is coaxially sleeved outside the force transmission rod. One end of the second spring is a fixed end and the other end is a free end; inside the piston, a third spring arranged up and down is sleeved outside the force transmission rod above the force transmission plate. One end of the third spring is a fixed end and the other end is a free end.

[0011] The beneficial effects of the utility model adopting the above technical solution are as follows:

[0012] (1) Compared with the multi-stage increasing variable stiffness spring provided by the document with the patent application number CN2024112169851, by splitting a valve body and a valve core, a multi-stage increasing variable stiffness spring is also achieved.

[0013] (2) Compared with the multi-stage increasing variable stiffness spring provided by the document with the patent application number CN2024113213353, more multi-stage increasing variable stiffness spring structures can be formed to adapt to more suspension usage scenarios. Description of the Drawings

[0014] Figure 1 is a schematic structural diagram of the multi-stage increasing variable stiffness spring for an automotive suspension of the present utility model;

[0015] Figure 2 is Figure 1 a schematic enlarged structural diagram of the upward stroke stiffness control valve in the middle stroke;

[0016] Figure 3 is Figure 1 a schematic enlarged structural diagram of the downward stroke stiffness control valve in the middle stroke.

[0017] In the figure: 1. upper cover plate; 2. airbag; 3. second spring; 4. first guide; 5. third spring; 6. second guide; 7. force transfer plate; 8. force transfer rod; 9. piston; 9-1. piston bottom plate; 9-2. piston top plate; 10. electric clamping device; 11-A. upward stroke control valve core; 11-A-1. upward stroke control valve core clamping end; 11-A-4. upward stroke control valve core annular valve core groove; 11-B. downward stroke control valve core; 11-B-1. downward stroke control valve core clamping end; 11-B-2. downward stroke control valve core annular valve core groove; 12. suspension domain controller; 13. stiffness adjustment air chamber; 14. solenoid valve; 15. exhaust main pipe; 15-A. upward stroke control exhaust pipe; 15-B. downward stroke control exhaust pipe; 16-A. upward stroke control valve body; 16-B. downward stroke control valve body; 16-A-1. upward stroke control valve body groove; 16-B-1. downward stroke control valve body groove; 17. valve body mounting seat; 18. intake pipe; 18-A. upward stroke control intake pipe; 18-B. downward stroke control intake pipe; 19-A. upward stroke control upper baffle; 19-B. downward stroke control upper baffle; 20-A. upward stroke control upper spring; 20-B. downward stroke control upper spring; 21-A. upward stroke control lower spring; 21-B. downward stroke control lower spring; 22-A. upward stroke control lower baffle; 22-B. downward stroke control lower baffle. Detailed Implementation Manner

[0018] See Figure 1, the multi-stage increasing variable stiffness spring for an automotive suspension of the present utility model is an air spring composite structure, including a piston 9, an airbag 2, and an upper cover plate 1 connected in sequence from bottom to top. The upper cover plate 1 is connected upward to the vehicle body or frame ( Figure 1 the vehicle body or frame is omitted in the figure), the lower end of the upper cover plate 1 is fixed to the upper end of the airbag 3, and the lower end of the airbag 3 is fixed to the upper end of the piston 9. Among them, the top of the piston 9 is a piston top plate 9-2, which is fixedly connected to the lower end of the airbag 2. The bottom of the piston 9 is a piston bottom plate 9-1, and the piston bottom plate 9-1 is connected downward to the axle or wheel ( Figure 1 the axle or wheel is omitted in the figure).

[0019] The airbag 2 is connected to the air inlet of only one upward stroke stiffness control valve through the air inlet pipe 18, or only connected to the air inlet of one downward stroke stiffness control valve, or respectively connected to the air inlets of the upward stroke stiffness control valve and the downward stroke stiffness control valve. Among them, the upward stroke stiffness control valve is connected to an exhaust pipe, and the exhaust port of the downward stroke stiffness control valve is also connected to an exhaust pipe.

[0020] When the airbag 2 is respectively connected to the air inlets of the upward stroke stiffness control valve and the downward stroke stiffness control valve through the air inlet pipe 18, the exhaust pipe connected to the upward stroke stiffness control valve and the exhaust pipe connected to the downward stroke stiffness control valve are merged into an exhaust main pipe 15 and then connected to the stiffness adjustment air chamber 13. An electromagnetic valve 14 is installed on the exhaust main pipe 15. The stiffness adjustment air chamber 13 is also connected to an external air supply and exhaust unit, and the stiffness adjustment air chamber 13 can supplement or discharge gas. When the air inlet pipe 18 is only connected to the air inlet of one upward stroke stiffness control valve, the exhaust pipe connected to the upward stroke stiffness control valve is connected to the stiffness adjustment air chamber 13 through the electromagnetic valve 14. Similarly, when the air inlet pipe 18 is only connected to the air inlet of one downward stroke stiffness control valve, the exhaust pipe connected to the downward stroke stiffness control valve is connected to the stiffness adjustment air chamber 13 through the electromagnetic valve 14.

[0021] The upward stroke stiffness control valve and the downward stroke stiffness control valve have similar external structures but different internal structures. They both include a control valve core and a control valve body. Each control valve core passes through the inside of a corresponding control valve body and both upper and lower ends are exposed outside the control valve body; an annular valve core groove is opened on the outer side wall of each control valve core, and a control valve body groove is provided on the inner side wall of each control valve body. Axially, the control valve body groove partially coincides with the corresponding annular valve core groove on the same control valve, and the axial height of the control valve body groove is greater than or equal to the axial height of the corresponding annular valve core groove on the same control valve. The air inlet pipe 18 is connected to the middle position of the control valve body groove. The upper edge of the annular valve core groove on the upward stroke stiffness control valve is connected to its corresponding exhaust pipe, and the lower edge of the annular valve core groove on the downward stroke stiffness control valve is connected to its corresponding exhaust pipe.

[0022] A control valve body of the upward stroke stiffness control valve, a control valve body of the downward stroke stiffness control valve, or both control valve bodies of the upward stroke stiffness control valve and the downward stroke stiffness control valve are each fixedly connected and installed on the upper cover plate 1 through a valve body mounting seat 17. The lower ends of a control valve core of the upward stroke stiffness control valve, a control valve core of the downward stroke stiffness control valve, or the two control valve cores of the upward stroke stiffness control valve and the downward stroke stiffness control valve are each connected to the upper clamping end of an electric control clamping device 10. The lower end of the electric control clamping device 10 is fixedly connected to the bottom of the piston 9, so that the lower end of the control valve core is fixedly connected to the bottom of the piston 9 through the electric control clamping device 10. The electric control clamping device 10 adopts a general electromagnetic drive type clamping device, is connected to the suspension domain controller 12, and is controlled by the suspension domain controller 12. When the suspension domain controller 12 controls the electromagnet to be powered off, it clamps, and when it is powered on, it releases. The specific structure is as follows:

[0023] The upward stroke stiffness control valve includes an upward stroke control valve core 11-A and an upward stroke control valve body 16-A. The upward stroke control valve core 11-A passes through the inside of the upward stroke control valve body 16-A and both the upper and lower ends are exposed outside the upward stroke control valve body 16-A. The upward stroke control valve body 16-A is fixedly installed on the upper cover plate 1 through the valve body mounting seat 17. The upper end of the electric control clamping device 10 is the clamping end and the lower end is the fixed end. The lower end of the upward stroke control valve core 11-A is connected to the upper clamping end of the electric control clamping device 10, and the lower end of the electric control clamping device 10 is fixedly connected to the piston bottom plate 9-1, thereby realizing the connection between the upward stroke control valve core 11-A and the bottom of the piston 9.

[0024] The downward stroke stiffness control valve includes a downward stroke control valve core 11-B and a downward stroke control valve body 16-B. The downward stroke control valve core 11-B passes through the inside of the downward stroke control valve body 16-B and both the upper and lower ends are exposed outside the downward stroke control valve body 16-B. The downward stroke control valve body 16-B is fixedly installed on the upper cover plate 1 through the valve body mounting seat 17. The upper end of the electric control clamping device 10 is the clamping end and the lower end is the fixed end. The lower end of the upward stroke control valve core 11-B is connected to the upper clamping end of the electric control clamping device 10, and the lower end of the electric control clamping device 10 is fixedly connected to the piston bottom plate 9-1, thereby realizing the connection with the piston 9.

[0025] One end of the intake pipe 18 penetrates through the corresponding through hole on the upper cover plate 1 and communicates with the main air chamber of the airbag 2. The other end is divided into two branches, namely the upward stroke control intake pipe 18-A and the downward stroke control intake pipe 18-B. The upward stroke control intake pipe 18-A is connected to the upward stroke control exhaust pipe 15-A through the upward stroke control valve body 16-A, and the downward stroke control intake pipe 18-B is connected to the downward stroke control exhaust pipe 15-B through the downward stroke control valve body 16-B. When only the upward stroke stiffness control valve is adopted, the upward stroke control exhaust pipe 15-A is connected to the stiffness adjustment air chamber 13 through the solenoid valve 14; when only the downward stroke stiffness control valve is adopted, the downward stroke control exhaust pipe 15-B is connected to the stiffness adjustment air chamber 13 through the solenoid valve 14. When both the upward stroke stiffness control valve and the downward stroke stiffness control valve are adopted, the upward stroke control exhaust pipe 15-A and the downward stroke control exhaust pipe 15-B are combined into an exhaust manifold 15, and the exhaust main pipe 15 is connected to the stiffness adjustment air chamber 13 through the solenoid valve 14.

[0026] See Figure 1 , the inside of the piston 9 is a hollow chamber, and a force transmission plate 7 is arranged in the chamber. The force transmission plate 7 is circular and can move up and down in the inner chamber of the piston 9. The lower end of the force transmission rod 8 is fixedly connected to the center of the force transmission plate 7, and sequentially passes through the piston top plate 9-2 at the top of the piston 9 and the airbag 2 upward and is fixedly connected to the upper cover plate 1. The force transmission rod 8 and the upper cover plate 1 can move up and down relative to the piston 9 together, and the outer diameter of the force transmission rod 8 is smaller than the outer diameter of the force transmission plate 7.

[0027] Inside the airbag 2, a second spring 3 is coaxially sleeved outside the force transmission rod 8. The second spring 3 is arranged vertically. One end of the second spring 3 can be a fixed end, and the other end is a free end. When the lower end of the second spring 3 is fixedly connected to the upper end face of the piston top plate 9-2, and the upper end of the second spring 3 is a free end, the equilibrium position state when the vehicle is not running is taken as the initial state. In the initial state, the upper end of the second spring 3 does not contact the lower end face of the upper cover plate 1. When the lower end face of the second spring 3 is set as a free end, that is, the lower end face of the second spring 3 is suspended, and the upper end face is fixedly installed on the lower end face of the upper cover plate 1. In the initial state, the free end of the second spring 3 does not contact the upper end face of the piston top plate 9-2, which does not affect the performance of the multi-stage increasing variable stiffness spring of the present invention. Or, inside the piston 9, above the force transmission plate 7, a third spring 5 is sleeved outside the force transmission rod 8 between the piston top plate 9-2 and the force transmission plate 7. The third spring 5 is also arranged vertically. One end of it can be a fixed end, and the other end is a free end. When the upper end face of the third spring 5 is fixedly connected to the lower end face of the piston top plate 9-2 at the top of the piston 9, and the lower end of the third spring 5 is a free end, in the equilibrium position state when the vehicle is not running, the lower end of the third spring 5 does not contact the upper end face of the force transmission plate 7. The outer diameter of the third spring 5 is smaller than the inner diameter of the piston 9. When the upper end face of the third spring 5 is set as a suspended free end, and the lower end face is fixedly installed on the upper end face of the force transmission plate 7, the free end of the third spring 5 does not contact the lower end face of the piston top plate 9-2, which does not affect the performance of the multi-stage increasing variable stiffness spring of the present invention. Or, both the third spring 5 is provided inside the piston 9 and the second spring 3 is provided inside the airbag 2. When both the second spring 3 and the third spring 5 are adopted, the structures of the second spring 3 and the third spring 5 can be the same or different. Helical springs, corrugated springs, rubber springs, buffer blocks, metal rubber shock absorbers, wire rope shock absorbers, etc. with the same or different parameters can be selected respectively.

[0028] The cross-section of the force transmission rod 8 is a regular polygon. A through hole in the shape of a regular polygon identical to the cross-section of the force transmission rod 8 is opened at the center of the piston top plate 9-2. A regular polygon first guide 4 is arranged on the regular polygon through hole of the piston top plate 9-2 to cooperate with the force transmission rod 8. The force transmission rod 8 is sleeved inside the first guide 4. The first guide 4 and the force transmission rod 8 are in clearance fit. In this way, when the force transmission rod 8 moves up and down, the regular polygon first guide 4 does not affect the up and down movement of the force transmission rod 8 relative to the piston 9 but restricts the rotational, lateral and flipping movements of the force transmission rod 8.

[0029] On the outer circumferential surface of the force transmission plate 7, there is a second guide 6 that mates with the inner surface of the cylinder of the piston 9. The second guide 6 is annular. The force transmission plate 7 mates with the inner surface of the cylinder of the piston 9 through the second guide 6, which does not affect the up-and-down movement of the force transmission rod 8 relative to the piston 9 but restricts the lateral and flipping movements of the force transmission rod 8. The outer peripheral shape of the force transmission plate 7 is circular instead of a regular polygon. When the inner diameter of the cylinder of the piston 9 is fixed, the outer diameters of the second spring 3 and / or the third spring 5 can be maximized, which is beneficial to the optimal design of the structure of the third spring 5. Therefore, the force transmission rod 8 mates with the regular polygon through-hole on the piston top plate 9-2 through the first guide 4. In addition to separately restricting the relative torsional movement between the upper cover plate 1 and the piston 9, it also cooperates with the mating of the second guide 6 on the outer surface of the force transmission plate 7 with the inner surface of the cylinder of the piston 9 to restrict the relative lateral and flipping movements between the upper cover plate 1 and the piston 9, avoiding lateral, torsional, and flipping deformations of the airbag 2, thereby improving the safety of the airbag 2 and providing a guarantee for the normal performance of the air spring (i.e., the first spring).

[0030] See Figure 2 The upward stroke control valve shown is composed of an upward stroke control valve core 11-A, an upward stroke control valve body 16-A, an upward stroke control upper baffle 19-A, an upward stroke control upper spring 20-A, an upward stroke control lower spring 21-A, and an upward stroke control lower baffle 22-A. Among them, the upward stroke control valve core 11-A is located inside the upward stroke control valve body 16-A, and their central axes are collinear. The upward stroke control valve core 11-A is a cylindrical rod structure. Inside the upward stroke control valve body 16-A, the upward stroke control valve core 11-A passes through the central through-hole of the upward stroke control valve body 16-A, and both the upper and lower ends are exposed outside the upward stroke control valve body 16-A. An upward stroke control valve core annular valve core groove 11-A-4 is formed on the outer side wall of the upward stroke control valve core 11-A. An upward stroke control valve body groove 16-A-1 is provided on the inner side wall of the upward stroke control valve body 16-A. Axially, the upward stroke control valve body groove 16-A-1 is located in the exact middle of the upward stroke control valve body 16-A. Axially, the upward stroke control valve body groove 16-A-1 partially overlaps with the upward stroke control valve core annular valve core groove 11-A-4, and the axial height of the upward stroke control valve body groove 16-A-1 is greater than or equal to the axial height of the upward stroke control valve core annular valve core groove 11-A-4.

[0031] On the side wall of the upward stroke control valve body 16-A, an air inlet and an exhaust port are provided. The air inlet communicates with the middle of the upward stroke control valve body groove 16-A-1, and the exhaust port communicates with the upper edge height of the control valve core annular valve core groove 11-A-4. The upward stroke control air inlet pipe 18-A extends into the air inlet opened on the side wall of the upward stroke control valve body 16-A and then communicates with the upward stroke control valve body groove 16-A-1. The upward stroke control exhaust pipe 15-A extends into the exhaust port opened on the side wall of the upward stroke control valve body 16-A and then communicates with the control valve core annular valve core groove 11-A-4. The installation position of the upward stroke control exhaust pipe 15-A on the upward stroke control valve body 16 is at the upper edge height of the annular upward stroke control valve core groove 11-A-4 and is connected to the upper edge of the control valve core annular valve core groove 11-A-4.

[0032] The lower end of the upward stroke control valve core 11-A is the upward stroke control valve core clamping end 11-A-1, and the upward stroke control valve core clamping end 11-A-1 cooperates with the electric control clamping device 10. A upward stroke control upper baffle 19-A is fixedly sleeved at the upper end of the upward stroke control valve core 11-A, and a upward stroke control lower baffle 22-A is fixedly sleeved at the lower end. The axial distances of the upward stroke control upper baffle 19-A and the upward stroke control lower baffle 22-A from the middle cross-section A-A of the upward stroke control valve body 16-A are equal. A compressed upward stroke control upper spring 20-A is provided between the upward stroke control upper baffle 19-A and the upper end face of the upward stroke control valve body 16-A, and a compressed upward stroke control lower spring 21-A is provided between the upward stroke control lower baffle 22-A and the lower end face of the upward stroke control valve body 16-A. The upward stroke control upper spring 19-A and the upward stroke control lower spring 21-A have exactly the same structure.

[0033] See Figure 3 As shown in the downward stroke stiffness control valve, it is composed of a downward stroke control valve core 11-B, a downward stroke control valve body 16-B, a downward stroke control upper baffle 19-B, a downward stroke control upper spring 20-B, a downward stroke control lower spring 21-B, and a downward stroke control lower baffle 22-B; the downward stroke control valve core 11-B is located inside the downward stroke control valve body 16-B, and their central axes are collinear. The downward stroke control valve core 11-B is a cylindrical rod structure. Inside the downward stroke control valve body 16-B, the downward stroke control valve core 11-B passes through the central through hole of the downward stroke control valve body 16-B, and both the upper and lower ends are exposed outside the downward stroke control valve body 16-B. An annular downward stroke control core groove 11-B-2 is opened on the outer side wall of the downward stroke control valve core 11-B.

[0034] On the inner side wall of the downward stroke control valve body 16-B, there is a downward stroke control valve body groove 16-B-1. Axially, the downward stroke control valve body groove 16-B-1 is located exactly in the middle of the downward stroke control valve body 16-B. Axially, part of the downward stroke control valve body groove 16-B-1 coincides with the annular valve core groove 11-B-2 of the downward stroke control valve core. The axial height of the downward stroke control valve body groove 16-B-1 is greater than or equal to that of the downward stroke control annular valve core groove 11-B-2.

[0035] An air inlet and an exhaust port are opened on the side wall of the downward stroke control valve body 16-B. The air inlet communicates with the middle of the downward stroke control valve body groove 16-B-1, and the exhaust port communicates with the lower edge height of the control valve core annular valve core groove 11-B-4. The downward stroke control intake pipe 18-B extends into the air inlet opened on the side wall of the downward stroke control valve body 16-B and then communicates with the downward stroke control valve body groove 16-B-1. The downward stroke control exhaust pipe 15-B extends into the air outlet opened on the side wall of the downward stroke control valve body 16-B and then communicates with the downward stroke control valve core groove 11-B-2. The installation position of the downward stroke control exhaust pipe 15-B on the downward stroke control valve body 16 is at the lower edge height of the annular downward stroke control valve core groove 11-B-2 and is connected to the lower edge of the annular downward stroke control valve core groove 11-B-2.

[0036] The lower end of the downward stroke control valve core 11-B is the downward stroke control valve core clamping end 11-B-1, and the downward stroke control valve core clamping end 11-B-1 cooperates with the electric control clamping device 10. A downward stroke control upper baffle 19-B is fixedly sleeved at the upper end of the downward stroke control valve core 11-B, and a downward stroke control lower baffle 22-B is fixedly sleeved at the lower end. The axial distances from the downward stroke control upper baffle 19-B and the downward stroke control lower baffle 22-B to the cross-section B-B in the middle of the downward stroke control valve body 16-B are equal. A compressed downward stroke control upper spring 20-B is provided between the downward stroke control upper baffle 19-B and the upper end face of the downward stroke control valve body 16-B, and a compressed downward stroke control lower spring 21-B is provided between the downward stroke control lower baffle 22-B and the lower end face of the downward stroke control valve body 16-B. The downward stroke control upper spring 19-B and the downward stroke control lower spring 21-B have exactly the same structure.

[0037] When the utility model works, the following ten kinds of large stiffness of compression and tension strokes can be provided:

[0038] The first kind: Combine the use of the second spring 3, the third spring 5, the upward stroke stiffness control valve and the downward stroke stiffness control valve, that is Figure 1The second spring 3 provides a large stiffness during the suspension compression stroke, and the third spring 5 provides a large stiffness during the suspension extension stroke. Figure 2 and Figure 3 The upward stroke upward stiffness control valve and the downward stroke stiffness control valve shown together further provide a large stiffness during both the compression and extension strokes.

[0039] Second type: Only the upward stroke upward stiffness control valve and the downward stroke stiffness control valve are used in combination, that is, the upward stroke upward stiffness control valve shown in Figure 2 provides a large stiffness during the extension stroke, and Figure 3 the downward stroke stiffness control valve shown provides a large stiffness during the compression stroke.

[0040] Third type: The second spring 3, the third spring 5, and the upward stroke upward stiffness control valve are used in combination, that is, the second spring 3 shown in Figure 1 provides a large stiffness during the suspension compression stroke, and the third spring 5 provides a large stiffness during the suspension extension stroke. Then, the upward stroke upward stiffness control valve shown in Figure 2 provides a large stiffness during the extension stroke.

[0041] Fourth type: The second spring 3, the third spring 5, and the downward stroke stiffness control valve are used in combination, that is, the second spring 3 shown in Figure 1 provides a large stiffness during the suspension compression stroke, and the third spring 5 provides a large stiffness during the suspension extension stroke. Then, the downward stroke stiffness control valve shown in Figure 3 provides a large stiffness during the compression stroke.

[0042] Fifth type: The second spring 3, the upward stroke upward stiffness control valve, and the downward stroke stiffness control valve are used in combination, that is, the second spring 3 shown in Figure 1 provides a large stiffness during the suspension compression stroke. Then, the upward stroke upward stiffness control valve shown in Figure 2 provides a large stiffness during the extension stroke, and the downward stroke stiffness control valve shown in Figure 3 provides a large stiffness during the compression stroke.

[0043] Sixth type: The third spring 5, the upward stroke upward stiffness control valve, and the downward stroke stiffness control valve are used in combination, that is, the third spring 5 shown in Figure 1 provides a large stiffness during the suspension extension stroke. Then, the upward stroke upward stiffness control valve shown in Figure 2 provides a large stiffness during the extension stroke, and the downward stroke stiffness control valve shown in Figure 3 provides a large stiffness during the compression stroke.

[0044] Seventh type: The second spring 3 and the upward stroke upward stiffness control valve are used in combination, that is, the second spring 3 shown in Figure 1 provides a large stiffness during the suspension compression stroke, and Figure 2The shown upward stroke stiffness control valve provides a large stiffness during the tensile stroke

[0045] The eighth type: Combine the third spring 5 and the downward stroke stiffness control valve for use, that is, Figure 1 the shown third spring 5 provides a large stiffness during the suspension tensile stroke, and Figure 3 the shown downward stroke stiffness control valve provides a large stiffness during the compression stroke.

[0046] The ninth type: Combine the second spring 3 and the downward stroke stiffness control valve for use, that is, Figure 1 the shown second spring 3 provides a large stiffness during the suspension compression stroke, and Figure 3 the shown downward stroke stiffness control valve provides a large stiffness during the compression stroke.

[0047] The tenth type: Combine the third spring 5 and the upward stroke stiffness control valve for use, that is, Figure 1 the shown third spring 5 provides a large stiffness during the suspension tensile stroke, and Figure 2 the shown upward stroke stiffness control valve provides a large stiffness during the tensile stroke.

Claims

1. A multi-stage progressive variable stiffness spring structure for automobile suspension, comprising a piston (9), an air bag (2) and an upper cover plate (1) connected in sequence from bottom to top, characterized in that: The airbag (2) is connected to an air inlet of an upward stroke stiffness control valve and / or an air inlet of a downward stroke stiffness control valve through an air inlet pipe (18); the exhaust ports of the upward stroke stiffness control valve and the downward stroke stiffness control valve are each connected to a stiffness regulating air chamber (13) through an exhaust pipe, or the two exhaust pipes are combined into an exhaust main pipe (15) and then connected to the stiffness regulating air chamber (13); The upward stroke stiffness control valve and the downward stroke stiffness control valve each include a control valve core and a control valve body, each control valve core passes through the interior of the corresponding control valve body and both upper and lower ends are exposed from the control valve body; An annular valve core groove is formed on the outer side wall of each control valve core, and a control valve body groove is formed on the inner side wall of each control valve body. In the axial direction, the control valve body groove partially overlaps with the corresponding annular valve core groove on the same control valve, and the axial height of the control valve body groove is greater than or equal to the axial height of the corresponding annular valve core groove on the same control valve; The air intake pipe (18) is connected to the middle position of the control valve body groove of the upward stroke stiffness control valve and / or the downward stroke stiffness control valve through the corresponding air intake port, the upper edge of the annular valve core groove on the upward stroke stiffness control valve is connected to the corresponding exhaust pipe, and the lower edge of the annular valve core groove on the downward stroke stiffness control valve is connected to the corresponding exhaust pipe; The control valve body of the upward stroke stiffness control valve and / or the control valve body of the downward stroke stiffness control valve are fixedly connected to the upper cover plate (1) via a valve body mounting seat (17), and the lower end of the lower end of the control valve core is fixedly connected to the bottom of the piston (9) via an electric control clamping device (10).

2. The multi-stage progressive variable stiffness spring structure for automobile suspension according to claim 1, characterized in that: The interior of the piston (9) is a hollow chamber, in which a circular force transmission plate (7) is provided which can move up and down in the internal chamber of the piston (9). The lower end of the force transmission rod (8) is fixedly connected to the center of the force transmission plate (7) and passes upward through the airbag (2) to be fixedly connected to the upper cover plate (1).

3. The multi-stage progressive variable stiffness spring structure for automobile suspension according to claim 2, characterized in that: Inside the airbag (2), a second spring (3) is coaxially sleeved on the outside of the force transmission rod (8) and arranged up and down. One end of the second spring (3) is a fixed end, and the other end is a free end.

4. The multi-stage progressive variable stiffness spring structure for automobile suspension according to claim 2, characterized in that: Inside the piston (9), a third spring (5) is sleeved on the outside of a force transmission rod (8) located above the force transmission plate (7) and arranged up and down. One end of the third spring (5) is a fixed end, and the other end is a free end.

5. The multi-stage progressive variable stiffness spring structure for automobile suspension according to claim 2, characterized in that: Inside the airbag (2), a second spring (3) is coaxially sleeved on the outside of the force transmission rod (8) and arranged up and down, one end of the second spring (3) is a fixed end, and the other end is a free end; inside the piston (9), a third spring (5) is sleeved on the outside of the force transmission rod (8) located above the force transmission plate (7), and arranged up and down, one end of the third spring (5) is a fixed end, and the other end is a free end.

6. The multi-stage progressive variable stiffness spring structure for automobile suspension according to claim 5, characterized in that: The second spring (3) and the third spring (5) are coil springs, wave springs, rubber springs, buffer blocks, metal rubber vibration dampers or wire rope vibration dampers with the same or different parameters.

7. The multi-stage progressive variable stiffness spring structure for automobile suspension according to any one of claims 2 to 6, characterized in that: The top of the piston (9) is a piston top plate (9-2) fixedly connected to the lower end of the airbag (2); the transverse surface of the force transmission rod (8) is a regular polygon; a through hole with the same shape as the transverse surface of the force transmission rod (8) is provided at the center of the piston top plate (9-2); a first guide (4) with the shape of a regular polygon is arranged on the regular polygon through hole of the piston top plate (9-2) to cooperate with the force transmission rod (8); the force transmission rod (8) is sleeved inside the first guide (4); and there is a clearance fit between the first guide (4) and the force transmission rod (8).

8. The multi-stage progressive variable stiffness spring structure for automobile suspension according to claim 7, characterized in that: A second annular guide (6) is provided on the outer circumferential surface of the force transmission plate (7) and matches with the inner surface of the cylinder of the piston (9). The force transmission plate (7) matches with the inner surface of the cylinder of the piston (9) through the second guide (6). The outer circumferential shape of the force transmission plate (7) is circular.

9. The multi-stage progressive variable stiffness spring structure for automobile suspension according to claim 1, characterized in that: An upper baffle is fixedly sleeved at the upper end of the control valve core, and a lower baffle is fixedly sleeved at the lower end. The upper baffle and the lower baffle are at equal axial distances from the middle cross section of the control valve body. A compressed upper spring is provided between the upper baffle and the upper end surface of the control valve body, and a compressed lower spring is provided between the lower baffle and the lower end surface of the control valve body. The upper spring and the lower spring have the same structure.

10. The multi-stage progressive variable stiffness spring structure for automobile suspension according to claim 1, characterized in that: An electromagnetic valve (14) is provided on the exhaust pipe or the exhaust manifold (15).

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