Air spring assembly and air spring shock absorber

Abstract

The utility model provides an air spring assembly and an air spring shock absorber, which can keep a springback stroke and / or a compression stroke when the height is changed. An air spring assembly is provided with: a support cover having a main body part formed in a cylindrical shape with an open top, the main body part having an expansion part formed at the top thereof, the expansion part extending toward the outside in the radial direction; an opening part for assembling the main body part is formed in the support assembly, the support assembly covers the support cover in a manner of sleeving the expansion part of the support cover, an end edge part extending towards the radial inner side is formed in the opening part, and the end edge part and the expansion part are oppositely arranged in the axial direction of the support cover; and the air spring stroke adjusting unit is connected with the expansion part and the end edge part and used for adjusting the springback stroke and / or the compression stroke of the air spring assembly.

Description

Technical Field

[0001] The utility model relates to an air spring assembly and an air spring shock absorber, in particular to an air spring assembly and an air spring shock absorber with independently adjustable rebound and compression strokes. Background Art

[0002] Typically, a suspension is installed between the lower part of the vehicle body and the wheel axles to absorb and reduce vibrations or shocks transmitted from the wheels to the vehicle body. Air spring shock absorbers can be used in such suspensions. One of their main functions is to adjust the vehicle's height to suit different driving conditions.

[0003] The structure of the existing air spring shock absorber is as follows Figure 1 As shown. The air spring shock absorber includes an air spring assembly 1 and a shock absorber assembly 2. The shock absorber assembly 2 has a shock absorber rod 3 and a rebound limiter 4. The rebound limiter 4 is arranged on the periphery of the shock absorber rod 3. When the height of the air spring shock absorber increases, the height of the shock absorber rod 3 and the rebound limiter 4 will increase at the same time. The rebound stroke S will decrease according to the change in the position of the rebound limiter 4. The reduction in rebound stroke will affect the vehicle's driving and handling performance (R&H performance), and the ride comfort will deteriorate. The noise, vibration and harshness performance (NVH performance) will also deteriorate. When the shock absorber rebounds to the maximum, the shock absorber piston rod limiter will contact and collide with the shock absorber guide, generating rebound contact noise. The life of the shock absorber will also be shortened due to frequent rebound contact.

[0004] In addition, a Figure 2The air spring shock absorber shown in FIG. The air spring shock absorber includes an air spring assembly 10 and a shock absorber assembly 20. A bumper rubber 50 is provided at the location where the shock absorber rod 30 of the shock absorber assembly 20 connects to the air spring upper support. In the shock absorber assembly 20, a rebound stopper 40 is provided on the outer periphery of the shock absorber rod 30, and a stopper cap 70 is provided on the upper portion of the shock absorber assembly 20. Furthermore, a rod guide 60 is provided in the shock absorber assembly 20 at a distance from the rebound stopper 40. In this air spring shock absorber, the distance from the rebound stopper 40 to the rod guide 60 in the axial direction of the shock absorber rod 30 is defined as the rebound stroke S1, and the distance from the bumper rubber 50 to the stopper cap 70 is defined as the compression stroke S2. One of the main functions of an air spring shock absorber is to adjust the vehicle height to suit different driving conditions. When the height of the air spring shock absorber changes, the rebound stroke (S1) and compression stroke (S2) also change. These changes in rebound and compression stroke can lead to problems. Reducing these strokes can affect the vehicle's R&H performance, deteriorating ride comfort. NVH performance can also deteriorate, with rebound contact noise more likely to occur. Frequent contact can also shorten the life of the air spring shock absorber and bumper rubber. Increasing these strokes can affect vehicle handling.

[0005] When a vehicle is equipped with air spring shock absorbers, the height of the vehicle body needs to be adjusted according to driving needs. The vehicle body height can be raised or lowered. During this process, the rebound stroke and compression stroke of the air spring shock absorber will change. For example, if the air suspension raises the vehicle body height by 10mm, the rebound stroke of the air spring shock absorber will be reduced by 10mm, which makes it easier to achieve maximum rebound. The impact and comfort of the air spring shock absorber will be worsened. In this case, it is hoped that the optimal rebound stroke size will be maintained under any circumstances.

[0006] Therefore, there is a need for an air spring assembly and an air spring shock absorber that can maintain the rebound stroke and the compression stroke when the vehicle height changes. Utility Model Content

[0007] The present invention is proposed in view of the above problems, and its purpose is to provide an air spring assembly and an air spring shock absorber, which can maintain the rebound stroke and / or compression stroke when the height thereof changes.

[0008] Another object of the present invention is to provide an air spring assembly and an air spring shock absorber capable of adjusting the rebound stroke and / or compression stroke according to the needs of the driver.

[0009] Another object of the present invention is to provide an air spring assembly and an air spring shock absorber capable of independently adjusting the rebound stroke and compression stroke.

[0010] Another object of the present invention is to provide an air spring assembly and an air spring shock absorber that can eliminate the rebound limiters 4 and 40 in the prior art.

[0011] In order to achieve the above-mentioned purpose, the utility model provides an air spring assembly, which comprises: a support cover, having a main body, the main body being formed in a cylindrical shape with an open top, and an expansion portion extending radially outward is formed at the top of the main body; a support assembly, having an opening portion for assembling the main body, the support assembly covering the support cover in the form of a sleeve on the expansion portion of the support cover, and an end edge portion extending radially inward is formed on the opening portion, the end edge portion and the expansion portion being opposite to each other in the axial direction of the support cover; and an air spring stroke adjustment unit, connected to the expansion portion and the end edge portion, for adjusting the rebound stroke and / or compression stroke of the air spring assembly.

[0012] In addition, in the air spring assembly, the air spring stroke adjusting unit includes a rebound stroke adjusting unit for adjusting the rebound stroke of the air spring assembly, the rebound stroke adjusting unit having a rebound guide, a rebound limiter and a rebound stroke adjusting motor, the rebound limiter is disposed on the outer periphery of the rebound guide, the rebound limiter is formed between the expansion portion and the end edge portion, one end of the rebound guide is inserted into the first expansion portion through hole formed in the expansion portion, the other end of the rebound guide is inserted into the first end edge portion through hole formed in the end edge portion and is connected to the output shaft of the rebound stroke adjusting motor via the first end edge portion through hole, and the rebound stroke adjusting motor is used to adjust the distance between the rebound limiter and the two opposite surfaces of the expansion portion.

[0013] In addition, in the air spring assembly, the air spring stroke adjustment unit includes a compression stroke adjustment unit for adjusting the compression stroke of the air spring assembly, the compression stroke adjustment unit having a compression guide, a compression limiter and a compression stroke adjustment motor, one end of the compression guide is inserted into the second expansion portion through hole formed in the expansion portion and is connected to the output shaft of the compression stroke adjustment motor via the second expansion portion through hole, the other end of the compression guide is inserted through the second end edge portion through hole formed in the end edge portion, the compression limiter is formed at the other end of the compression guide and is located on the side of the end edge portion opposite to the expansion portion, and the compression stroke adjustment motor is used to adjust the distance between the compression limiter and the two opposite surfaces of the end edge portion.

[0014] In addition, in the air spring assembly, the other end of the rebound guide is screwed to the through hole of the first end edge, and the output shaft of the rebound stroke adjustment motor is connected to the other end of the rebound guide in a manner that can slide relative to each other in the axial direction of the rebound guide and cannot rotate relative to each other in the circumferential direction of the rebound guide.

[0015] In addition, in the air spring assembly, one end of the compression guide is threadedly connected to the through hole of the second expansion portion, and the output shaft of the compression stroke adjustment motor is connected to one end of the compression guide in a manner that allows relative sliding in the axial direction of the compression guide and cannot rotate relative to each other in the circumferential direction of the compression guide.

[0016] In addition, in the air spring assembly, a connecting key protruding in the radial direction of the output shaft is formed on the output shaft of the rebound stroke adjusting motor, and a connecting hole matching the output shaft and having a keyway is formed at the other end of the rebound guide. The output shaft of the rebound stroke adjusting motor is inserted into the connecting hole of the rebound guide and connected to the rebound guide.

[0017] In addition, in the air spring assembly, a connecting key protruding in the radial direction of the output shaft is formed on the output shaft of the compression stroke adjusting motor, and a connecting hole matching the output shaft and having a keyway is formed at one end of the compression guide. The output shaft of the compression stroke adjusting motor is inserted into the connecting hole of the compression guide and connected to the compression guide.

[0018] In addition, in the air spring assembly, the rebound limiter includes a rebound limiter ring fixed on the rebound guide and a buffer rubber pad arranged on the surface of the rebound limiter ring opposite to the expansion portion, and the compression limiter includes a compression limiter flange fixed at the other end of the compression guide and a buffer rubber pad arranged on the surface of the compression limiter flange opposite to the end edge portion.

[0019] In addition, in the air spring assembly, the rebound stroke adjusting units and the compression stroke adjusting units are alternately arranged at intervals in the circumferential direction of the support cover.

[0020] The utility model also provides an air spring shock absorber, which comprises: a shock absorber assembly, and the above-mentioned air spring assembly, which is installed at one end of the shock absorber assembly; the shock absorber assembly comprises: an outer tube, and a shock absorber rod, which is inserted into the outer tube and inserted through the support cover from the bottom of the support cover along the axial direction of the outer tube to be connected to the air spring assembly.

[0021] In summary, the air spring assembly and air spring shock absorber of the present invention can improve vehicle handling and ride comfort through system stroke adjustment, enhance vehicle NVH performance, reduce rebound and compression contact noise, and improve the durability of the air spring assembly and air spring shock absorber by reducing contact and collision between the shock absorber rod limiter and rod guide. The air spring assembly and air spring shock absorber can be set to different system strokes to meet the needs of different driving styles. The air spring assembly and air spring shock absorber can independently adjust the rebound stroke and compression stroke. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 This is a schematic diagram of an example of a conventional air spring shock absorber.

[0023] Figure 2 This is a schematic diagram of another example of a conventional air spring shock absorber.

[0024] Figure 3 It is a cross-sectional view of an example of the air spring shock absorber of the present invention.

[0025] Figure 4 It is a cross-sectional view of another example of the air spring shock absorber of the present invention.

[0026] Figure 5 It is a cross-sectional view of the rebound stroke adjustment unit of the present utility model.

[0027] Figure 6A shows a bottom view of the lower end face of the rebound guide, Figure 6B shows a perspective view of the rebound guide as viewed from the side, Figure 6C Shows a top view of the rebound stroke adjustment motor, Figure 6D A side view of the rebound stroke adjustment motor is shown.

[0028] Figure 7 It is a schematic diagram showing the working principle of the rebound stroke adjustment unit of the present invention.

[0029] Figure 8 It is a cross-sectional view of the compression stroke adjustment unit of the present utility model.

[0030] Figure 9A shows a top view of the upper end face of the compression guide, Figure 9B shows a perspective view of the compression guide from the side, Figure 9C A bottom view showing the assembled state of the compression stroke adjustment motor, Figure 9D A side view of the compression stroke adjustment motor is shown.

[0031] Figure 10It is a schematic diagram showing the working principle of the compression stroke adjustment unit of the present invention.

[0032] Figure 11 The utility model is a schematic diagram showing the air spring shock absorber of the present invention installed on a vehicle body.

[0033] Figure 12 It is a perspective view showing the connection portion of the air spring shock absorber of the present invention.

[0034] Figure 13 It is a three-dimensional view showing the support cover of the air spring assembly of the present invention.

[0035] Figure 14 It is a perspective view showing the air spring shock absorber of the present invention.

[0036] Figure 15 1 is a top view showing the air spring shock absorber of the present invention.

[0037] Description of Reference Numerals

[0038] 100: Air spring assembly, 110: Air spring stroke adjustment unit, 111: Rebound stroke adjustment unit, 112: Compression stroke adjustment unit, 200: Support assembly, 210: Opening, 211: End edge, 221: First end edge through hole, 222: Second end edge through hole, 300: Support cover, 310: Main body, 320: Expansion portion, 321: First expansion portion through hole, 322: Second expansion portion through hole, 400: Rebound guide, 410: Connecting hole, 500: Rebound stopper, 510 : Rebound limit ring, 520: Buffer rubber pad, 600: Stepper motor, 610: Rebound stroke adjustment motor, 611: Output shaft, 620: Compression stroke adjustment motor, 621: Output shaft, 700: Shock absorber assembly, 710: Outer cylinder, 720: Shock absorber rod, 810: Airbag, 820: Casing, 830: Dust cover, 900: Compression guide, 910: Compression limiter, 911: Compression limit flange, 912: Buffer rubber pad, 920: Connecting hole, S1: Rebound stroke, S2: Compression stroke. DETAILED DESCRIPTION

[0039] The following describes embodiments of the present invention in detail, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be understood as limiting the present invention.

[0040] In the description of the present invention, it should be understood that 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" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do 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 should not be understood as a limitation to the present invention.

[0041] 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 the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of such features. In the description of this utility model, "plurality" means two or more, unless otherwise specifically defined.

[0042] In this utility model, unless otherwise expressly specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection, or communication; direct connection or indirect connection through an intermediate medium; internal communication between two components or interaction between two components. For those skilled in the art, the specific meanings of the above terms in this utility model can be understood according to specific circumstances.

[0043] The following describes embodiments of the present invention with reference to the accompanying drawings. However, the shock absorber and air spring system disclosed in the following embodiments are merely examples, and are not limited to the following embodiments as long as the effects of the present invention can be achieved.

[0044] In this embodiment, an air spring assembly 100 is provided, such as Figure 3 as well as Figure 5As shown, it comprises: a support cover 300, having a main body 310, the main body 310 is formed into a tubular shape with an open top (for example, a cylindrical shape), and an expansion portion 320 extending radially outward is formed at the top of the main body 310; a support assembly 200, having an opening portion 210 for assembling the main body 310, the support assembly 200 is covered on the support cover 300 in a manner of being sheathed on the expansion portion 320 of the support cover 300, and an end edge portion 211 extending radially inward is formed at the opening portion 210, the end edge portion 211 and the expansion portion 320 are opposite to each other in the axial direction of the support cover 300; and an air spring stroke adjustment unit 110, connected to the expansion portion 320 and the end edge portion 211, for adjusting the compression stroke and / or rebound stroke of the air spring assembly 100.

[0045] In the air spring assembly 100, the air spring stroke adjustment unit 110 includes a rebound stroke adjustment unit 111 for adjusting the rebound stroke of the air spring assembly. The rebound stroke adjustment unit 111 includes a rebound guide 400, a rebound stop 500, and a rebound stroke adjustment motor 610. The rebound stop 500 is disposed around the outer periphery of the rebound guide 400 and is formed between the expansion portion 320 and the end edge portion 211. One end of the rebound guide 400 is inserted through a first expansion portion through-hole 321 formed in the expansion portion 320, while the other end of the rebound guide 400 is inserted into a first end edge through-hole 221 formed in the end edge portion 211 and connected to the output shaft of the rebound stroke adjustment motor 610 via the first end edge through-hole 221. The rebound stroke adjustment motor 610 is used to adjust the distance between the rebound stop 500 and two opposing surfaces of the expansion portion 320. The rebound guide 400 is able to move in the first end edge through hole 221 and the first expansion portion through hole 321. These through holes play a supporting role, and sliding bearings can be installed in the through holes as needed. The rebound guide 400 is formed in the shape of a longitudinally long rod. The adjustable length range of the rebound stroke adjustment unit is determined according to the stroke required by the user. Generally, it is about 100mm to 150mm, with a diameter of 10mm. It can be made of metal, for example, the material can be 45# steel. The rebound limiter 500 is generally suitable for materials such as 20# steel, 35# steel, and 45# steel. The rebound limiter 500 is, for example, snap-fitted to the rebound guide 400.

[0046] In the air spring assembly 100, the other end of the rebound guide 400 is threadedly connected to the first end edge through hole 221, and the output shaft of the rebound stroke adjustment motor 610 is connected to the other end of the rebound guide 400 in a manner that can slide relative to each other in the axial direction of the rebound guide 400 and cannot rotate relative to each other in the circumferential direction of the rebound guide 400.

[0047] Figures 6A to 6D A schematic diagram showing the cooperation structure of the rebound guide 400 and the rebound stroke adjustment motor 610 is shown. Figure 6A shows a bottom view of the lower end face of the rebound guide 400, Figure 6B 1 shows a perspective view of the rebound guide 400 viewed from the side. Figure 6C shows a top view of the rebound stroke adjustment motor 610, Figure 6D FIG. 6 shows a side view of the rebound stroke adjustment motor 610 when viewed from the side. Figures 6A to 6D As shown, in the air spring assembly 100, a connecting key protruding in the radial direction of the output shaft is formed on the output shaft 611 of the rebound stroke adjustment motor 610, and a connecting hole 410 having a key slot that matches the output shaft 611 is formed on the other end of the rebound guide 400. The output shaft 611 of the rebound stroke adjustment motor 610 is inserted into the connecting hole 410 of the rebound guide 400 and connected to the rebound guide 400. The rebound stroke adjustment motor 610 can be a stepper motor 600. The stepper motor 600 can be installed and connected by bolts. In addition, as shown in FIG. Figure 5 As shown, in the air spring assembly 100 , the rebound limiter 500 includes a rebound limiter ring 510 fixed on the rebound guide 400 and a buffer rubber pad 520 provided on a surface of the rebound limiter ring opposite to the expansion portion 320 .

[0048] When the driver adjusts the height of the air spring assembly 100, the rebound stroke adjustment unit 111 will operate. When the driver adjusts the height of the vehicle, the rebound stroke adjustment unit 111 will also receive this signal. Based on the rebound stroke adjustment signal received by the rebound stroke adjustment unit, the rebound stroke adjustment motor 610 rotates the rebound guide 400, causing the rebound stopper 500 to change position, thus requiring the rebound stroke to be adjusted.

[0049] Figure 7Schematic diagram illustrating the working principle of the rebound stroke adjustment unit of the present invention. The support assembly 200 is connected to the vehicle body. The rebound stopper 500 performs a position-maintaining function. When the vehicle height changes, the rebound stroke adjustment motor 610 and the support assembly 200 rise in height, increasing the engagement range between the rebound stroke adjustment motor 610 and the lower end of the rebound guide 400. When the stroke reaches its limit, the rebound guide 400 remains inserted through the guide hole (the first end edge through-hole 221). The rebound stroke adjustment unit maintains a rebound stroke S1. In this embodiment, the rebound stroke S1 is set to the distance from the lower surface of the expansion portion 320 of the support cover 300 to the upper surface of the rebound stopper 500. If the rebound stopper 500 includes a buffer rubber pad 520 disposed on the upper surface of the rebound stopper ring 510, the rebound stroke S1 may also be the distance from the lower surface of the expansion portion 320 of the support cover 300 to the upper surface of the buffer rubber pad 520. In addition, the rebound stroke S1 value can also be set according to the needs of the driver. The rebound stroke S1 is an adjustment parameter in the vehicle development stage.

[0050] like Figure 4 as well as Figure 8 As shown, in the air spring assembly 100, the air spring stroke adjustment unit 110 includes a compression stroke adjustment unit 112 for adjusting the compression stroke of the air spring assembly 100. The compression stroke adjustment unit 112 includes a compression guide 900, a compression stop 910, and a compression stroke adjustment motor 620. One end of the compression guide 900 is inserted into the second expansion portion through-hole 322 formed in the expansion portion 320 and is connected to the output shaft of the compression stroke adjustment motor 620 via the second expansion portion through-hole 322. The other end of the compression guide 900 is inserted through the second end edge through-hole 222 formed in the end edge 211. The compression stop 910 is formed at the other end of the compression guide 900 and is located on the side of the end edge 211 opposite the expansion portion 320. The compression stroke adjustment motor 620 is used to adjust the distance between the compression stop 910 and the two opposing surfaces of the end edge 211. The compression guide 900 is able to move in the second expansion portion through hole 322 and the second end edge portion through hole 222. These through holes play a supporting role, and sliding bearings can be assembled in the through holes as needed. When the air spring assembly 100 is installed in a vehicle, the support assembly 200 is connected to the vehicle body. The compression guide 900 is formed into a longitudinally long rod. The adjustable length range of the compression stroke adjustment unit is determined according to the stroke required by the user. Generally, it is about 100mm to 150mm, with a diameter of 10mm. It can be made of metal, for example, the material can be 45# steel. The compression limiter 910 is generally suitable for materials 20# steel, 35# steel, and 45# steel. The compression limiter 910 and the compression guide 900 are integrally formed.

[0051] In the air spring assembly 100, one end of the compression guide 900 is threadedly connected to the second expansion portion through hole 322, and the output shaft of the compression stroke adjustment motor 620 is connected to one end of the compression guide 900 in a manner that allows relative sliding in the axial direction of the compression guide 900 and cannot rotate relative to each other in the circumferential direction of the compression guide 900.

[0052] Figures 9A to 9D A schematic diagram showing the cooperation structure between the compression guide 900 and the compression stroke adjustment motor 620 is shown. Figure 9A shows a top view of the upper end face of the compression guide 900, Figure 9B shows a perspective view of the compression guide 900 viewed from the side, Figure 9C A bottom view showing the assembled state of the compression stroke adjustment motor 620 is shown, Figure 9D FIG. 6 shows a side view of the compression stroke adjustment motor 620 when viewed from the side. Figures 9A to 9D As shown, a connecting key protruding in the radial direction of the output shaft is formed on the output shaft 621 of the compression stroke adjusting motor 620, and a connecting hole 920 matching the output shaft 621 and having a key slot is formed at one end of the compression guide 900. The output shaft 621 of the compression stroke adjusting motor 620 is inserted into the connecting hole 920 of the compression guide 900 and connected to the compression guide 900.

[0053] like Figure 8 As shown, in the air spring assembly 100 , the compression limiter 910 includes a compression limiter flange 911 fixed to the other end of the compression guide 900 and a buffer rubber pad 912 provided on a surface of the compression limiter flange opposite to the end edge portion 211 .

[0054] When the driver adjusts the height of the air spring assembly 100, the rebound stroke adjustment unit 111 and the compression stroke adjustment unit 112 will operate. When the driver adjusts the height of the vehicle, the rebound stroke adjustment unit 111 and the compression stroke adjustment unit 112 will also receive the signal. The rebound stroke adjustment motor 610 and the compression stroke adjustment motor 620 rotate the rebound guide 400 and the compression guide 900 based on the rebound stroke adjustment signal and the compression stroke adjustment signal received by the rebound stroke adjustment unit and the compression stroke adjustment unit, thereby changing the rebound stroke and the compression stroke.

[0055] Figure 10: is a schematic diagram showing the working principle of the compression stroke adjustment unit of the present invention. Among them, the support assembly 200 is connected to the vehicle body. The compression limiter 910 can move upward together with the compression guide 900 when the vehicle body height increases. When the height of the vehicle changes, the height of the support assembly 200 and the compression limiter 910 rises, and the fitting range of the compression stroke adjustment motor 620 and the upper end of the compression guide 900 increases. When the stroke reaches the limit, the compression guide 900 is still in a state of being inserted into the guide hole (the second expansion part through hole 322). When the vehicle height changes, the compression stroke adjustment unit 112 can maintain the compression stroke S2, which is the distance from the lower surface of the end edge portion 211 of the opening portion 210 to the upper surface of the compression limiter 910. If the compression stopper 910 includes a cushioning rubber pad 912 disposed on the upper surface of the compression stopper flange 911, the compression stroke S2 may also be the distance from the lower surface of the end edge 211 of the opening 210 to the upper surface of the cushioning rubber pad 912. Furthermore, the value of the compression stroke S2 may be set based on the needs of the driver. The compression stroke S2 is a parameter adjusted during the vehicle development phase.

[0056] In the air spring assembly 100, when the air spring stroke adjustment unit 110 is only the rebound stroke adjustment unit 111 or the compression stroke adjustment unit 112, as shown in FIG. Figure 3 As shown, the rebound stroke adjusting unit 111 or the compression stroke adjusting unit 112 is arranged along the circumference of the support cover 300. In the case where the air spring stroke adjusting unit 110 includes the rebound stroke adjusting unit 111 and the compression stroke adjusting unit 112, as shown in FIG. Figure 4 As shown, the rebound stroke adjustment unit 111 and the compression stroke adjustment unit 112 are alternately arranged in a manner spaced apart in the circumferential direction of the support cover 300. In this embodiment, the rebound stroke adjustment unit 111 and the compression stroke adjustment unit 112 are alternately arranged in a manner equidistant from the center of the support cover 300 in the circumferential direction of the support cover 300 and spaced apart at an angle of 90 degrees. However, the manner in which the rebound stroke adjustment unit 111 and the compression stroke adjustment unit 112 are arranged on the support cover 300 is not limited in this manner. Alternatively, three or more rebound stroke adjustment units and compression stroke adjustment units may be arranged in the circumferential direction of the support cover. For example, three rebound stroke adjustment units and three compression stroke adjustment units may be alternately arranged in a manner equidistant from the center of the support cover 300 in the circumferential direction of the support cover 300 and spaced apart at an angle of 60 degrees. In addition, the distances between the rebound stroke adjustment unit and the compression stroke adjustment unit relative to the center of the support cover 300 may also be unequal.

[0057] In addition, this embodiment provides an air spring shock absorber, which has a shock absorber assembly 700 and the above-mentioned air spring assembly 100. The air spring assembly 100 is installed at one end of the shock absorber assembly 700. The shock absorber assembly 700 has an outer tube 710 and a shock absorber rod 720. The shock absorber rod 720 is inserted into the outer tube and inserted into the support cover 300 from the bottom along the axial direction of the outer tube 710 to connect with the air spring assembly 100. Figure 11 as well as Figure 12 As shown, when the air spring shock absorber is installed on a vehicle, the air spring shock absorber is connected to the vehicle body and the wheel axle through the upper end connection part 120 and the lower end connection part 130 respectively.

[0058] like Figure 3 as well as Figure 13 As shown, the support cover 300 is connected to a piston 330 at its lower end. The piston 330 can be integrally formed with the support cover 300 or can be a separate structure from the support cover 300. The air spring assembly 100 also includes an airbag 810. One end of the airbag 810 is connected to the outer end of the opening 210 at the lower portion of the support assembly 200, such as by a clip connection. The other end of the airbag 810 is connected to the piston 330 to enable gas to flow between the airbag 810 and the piston 330.

[0059] The shock absorber assembly 700 includes an outer tube 710 and a shock absorber rod 720. The shock absorber rod 720 is disposed within the outer tube 710 and extends axially from the bottom of the support cap 300 through the support cap to connect to the air spring assembly 100. One end of the outer tube 710 of the shock absorber assembly 700 is connected to the support cap 300. Specifically, for example, one end of the outer tube 710 is engaged with the lower portion of the support cap 300 through an interference fit. Furthermore, a piston seat 711 is sleeved on the outer wall of the outer tube 710. The piston 330 is sleeved outside the piston seat 711. The piston seat 711 is located at the end of the piston 330 that is longitudinally away from the airbag 810. A sealing member, such as a sealing ring, is provided in the gap between the piston 330 and the piston seat 711 to prevent air leakage between the piston 330 and the piston seat 711. The air spring assembly 100 may also include a protective sleeve 820 and a dust cover 830. The protective sleeve 820 is mounted on the outside of the airbag 810 to prevent foreign objects such as stones from entering the interior of the air spring assembly 100 and affecting the service life of the air spring assembly 100, and to a certain extent, ensure the stability of the airbag 810. Furthermore, a dust cover 830 is mounted on the outside of the piston 330. One end of the dust cover 830 along the length of the piston 330 is connected to the protective sleeve 820, and the other end is connected to the piston seat 711. The dust cover 830 can be extended and retracted along the axial direction of the air spring assembly 100 to accommodate the bumps of the vehicle body. In addition, the air spring assembly 100 can further include a bumper rubber (not shown). The bumper rubber is mounted on the end of the shock absorber rod 720 connected to the support assembly 200, facing the side of the piston 330, and can act as a buffer to reduce the impact caused by the bumps of the vehicle body, prevent the support assembly 200 from colliding with the outer sleeve 710, reduce noise during vehicle driving, and to a certain extent extend the service life of the air spring assembly 100.

[0060] Different from the previous structure in which the rebound stroke adjustment unit and the compression stroke adjustment unit are longitudinally arranged in the axial direction of the shock absorber rod, the present invention adopts a structure in which the rebound stroke adjustment unit and the compression stroke adjustment unit are alternately arranged around the circumference of the circular support cover 300. Therefore, the problem that the rebound stroke S1 and the compression stroke S2 will change together when the height of the air spring assembly and the air spring shock absorber changes is avoided. The rebound stroke adjustment unit and the compression stroke adjustment unit can set the working time according to demand, and can perform stroke adjustment separately or work at the same time. According to the air spring assembly and the air spring shock absorber of the present invention, the vehicle handling and ride comfort can be improved by adjusting the system stroke, and the vehicle NVH performance can be improved. Since the rebound limiters 4, 40 in the prior art are eliminated (refer to Figure 1 as well as Figure 2), which can prevent rebound contact noise caused by contact between the rebound stoppers 4, 40 and the rod guide 60. By reducing contact, the durability of the air spring assembly and air spring shock absorber is improved. The air spring assembly and air spring shock absorber can be set with different shock absorber strokes to meet the needs of different driving styles. The air spring assembly and air spring shock absorber can independently adjust the rebound stroke and compression stroke.

[0061] In addition, in the above-mentioned embodiment, an example is given of a structure in which connecting holes are provided on the end faces of the rebound guide and the compression guide, and the motor is connected to the rebound guide and the compression guide through a shaft key. However, the shape of the connecting hole may not be a shaft key shape, but may be a polygon or other shape. In addition, in the above-mentioned embodiment, an example is given of a structure in which the rebound limiter and the compression limiter include a buffer rubber pad. However, the buffer rubber pad may not be provided, or other buffer members may be installed at the position where the limiter contacts other components. In addition, the support assembly may adopt an integrated structure, but may also be formed as a split structure. In addition, in the drawings of the present utility model, there are places where the size ratio is exaggerated to clearly show the details of a certain structure, but it can be manufactured according to actual production needs in actual production. In addition, in Figure 4 Under the two sectional viewing angles, the support assembly 200 and the support cover 300 have different circumferential thickness dimensions, but in actual production, they can be manufactured according to actual production needs, for example, the support assembly 200 and the support cover 300 have the same circumferential thickness.

[0062] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and purpose of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. An air spring assembly, characterized in that: have: The support cover has a main body portion, the main body portion is formed in a cylindrical shape with an open top, and an expansion portion extending radially outward is formed on the top of the main body portion; A support assembly is formed with an opening portion for assembling the main body portion, the support assembly covers the support cover in a manner of being sheathed over the expansion portion of the support cover, and an end edge portion extending radially inward is formed in the opening portion, the end edge portion and the expansion portion are opposite to each other in the axial direction of the support cover; as well as The air spring stroke adjustment unit is connected to the expansion portion and the end edge portion, and is used to adjust the rebound stroke and / or compression stroke of the air spring assembly.

2. The air spring assembly according to claim 1, characterized in that: The air spring stroke adjustment unit includes a rebound stroke adjustment unit for adjusting the rebound stroke of the air spring assembly. The rebound stroke adjustment unit comprises a rebound guide, a rebound limiter and a rebound stroke adjustment motor. The rebound stopper is disposed on the outer periphery of the rebound guide, and the rebound stopper is formed between the expansion portion and the end edge portion. One end of the rebound guide is inserted into the first expansion portion through hole formed in the expansion portion, and the other end of the rebound guide is inserted into the first end edge portion through hole formed in the end edge portion and connected to the output shaft of the rebound stroke adjustment motor via the first end edge portion through hole. The rebound stroke adjustment motor is used to adjust the distance between the rebound limiter and two opposite surfaces of the expansion portion.

3. The air spring assembly according to claim 2, characterized in that: The air spring stroke adjustment unit includes a compression stroke adjustment unit for adjusting the compression stroke of the air spring assembly. The compression stroke adjustment unit comprises a compression guide, a compression limiter and a compression stroke adjustment motor. One end of the compression guide is inserted into the second expansion portion through hole formed in the expansion portion and is connected to the output shaft of the compression stroke adjustment motor via the second expansion portion through hole, and the other end of the compression guide is inserted through the second end edge through hole formed in the end edge portion. The compression stopper is formed at the other end of the compression guide and is located on the side of the end edge opposite to the expansion portion. The compression stroke adjustment motor is used to adjust the distance between the compression limiter and two opposite surfaces of the end edge portion.

4. The air spring assembly according to claim 2, characterized in that: The other end of the rebound guide is screwed to the first end edge through hole. The output shaft of the rebound stroke adjustment motor is connected to the other end of the rebound guide so as to be relatively slidable in the axial direction of the rebound guide and non-rotatable in the circumferential direction of the rebound guide.

5. The air spring assembly according to claim 3, characterized in that: One end of the compression guide is screwed to the through hole of the second expansion portion. The output shaft of the compression stroke adjustment motor is connected to one end of the compression guide so as to be relatively slidable in the axial direction of the compression guide and non-rotatable in the circumferential direction of the compression guide.

6. The air spring assembly according to claim 4, characterized in that: A connecting key protruding in the radial direction of the output shaft is formed on the output shaft of the rebound stroke adjustment motor. A connecting hole having a keyway and matching with the output shaft is formed at the other end of the rebound guide. The output shaft of the rebound stroke adjusting motor is inserted into the connecting hole of the rebound guide and connected to the rebound guide.

7. The air spring assembly according to claim 5, characterized in that: A connecting key protruding in the radial direction of the output shaft is formed on the output shaft of the compression stroke adjustment motor. One end of the compression guide is formed with a connecting hole matching the output shaft and having a keyway. The output shaft of the compression stroke adjusting motor is inserted into the connecting hole of the compression guide and connected to the compression guide.

8. The air spring assembly according to claim 3, characterized in that: The rebound limiting member includes a rebound limiting ring fixed on the rebound guide member and a buffer rubber pad provided on the surface of the rebound limiting ring opposite to the expansion portion. The compression limiter includes a compression limiter flange fixed to the other end of the compression guide and a buffer rubber pad provided on a surface of the compression limiter flange opposite to the end edge portion.

9. The air spring assembly according to claim 3, characterized in that: The rebound stroke adjusting units and the compression stroke adjusting units are alternately arranged at intervals in a circumferential direction of the support cover.

10. An air spring shock absorber, characterized in that: have: shock absorber assembly, and The air spring assembly according to any one of claims 1 to 9, mounted on one end of the shock absorber assembly, The shock absorber assembly comprises: outer cylinder, and The shock-absorbing rod is inserted into the outer tube and penetrates the support cover from the bottom of the support cover along the axial direction of the outer tube to be connected with the air spring assembly.

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