Air spring shock absorber assembly structure

Abstract

The utility model belongs to the technical field of automobile suspensions, and particularly relates to an air spring shock absorber assembly structure. According to the hydraulic shock absorber, a buffer column is arranged at the bottom of a lower cavity, and a buffer sleeve synchronously and axially reciprocates along with a piston is arranged on the piston, so that the buffer column enters and exits from an inner cavity of the buffer sleeve; when the buffer column blocks the lower end opening of the buffer sleeve, an annular cavity is defined by the outer wall of the buffer sleeve, the side wall of the buffer column and the side wall of the lower cavity, oil in the annular cavity enters the upper cavity through the throttling pipeline and the first throttling channel, the throttling pipeline limits the flow of the oil entering the upper cavity, the downward pressing damping force of a piston is increased, and the damping performance of the damper is improved. And when the buffer column shields the inner port of the throttling pipeline, the flow of the throttling pipeline is limited, the downward pressing damping force of the piston is increased again, and the damping performance of the damper is further improved. The air spring shock absorber assembly structure adopts the shock absorber, the structure is simple, the space of an air chamber of the air spring and the installation space needed by the air spring are reduced, and installation is convenient.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the technical field of automobile suspension system, concretely relates to a kind of hydraulic shock absorber and air spring shock absorber assembly structure. BACKGROUND

[0002] Air spring shock absorber assembly structure is an important component of automobile suspension system, and has an important influence on the stability and safety of vehicle driving. Air spring shock absorber assembly structure includes air spring and shock absorber used together. Air spring includes top seat assembly, air bag and piston cylinder arranged from top to bottom. Top seat assembly is sealingly connected with the upper end of air bag, and air spring piston cylinder is sealingly connected with the lower end of air bag to form an air chamber for containing compressed air. Shock absorber includes cylinder body and piston rod. Cylinder body includes outer cylinder and inner cylinder located in outer cylinder. Piston rod has a piston at its lower end. The lower end of piston rod and the piston are located in the cavity of inner cylinder. The piston tightly adheres to the side wall of inner cylinder to divide the inner cylinder into upper chamber and lower chamber. The piston is provided with a throttling passage communicating the upper chamber and the lower chamber. The outer cylinder of shock absorber is arranged in the air spring piston cylinder and they are sealingly connected. The upper end of piston rod of shock absorber penetrates the air chamber of air spring and top seat assembly and is sealingly connected with top seat assembly. When the top seat assembly drives piston rod and piston to axially reciprocate, the hydraulic oil in the inner cylinder of shock absorber flows repeatedly between the upper chamber and the lower chamber through the throttling passage on piston rod to generate damping force, thereby achieving hydraulic buffering of the movement of piston of shock absorber.

[0003] Although the above-mentioned air spring and strut assembly structure can meet the shock absorbing needs of most vehicles, when the vehicle runs on rough and uneven road or brakes in emergency during running, the vehicle body will move up and down relative to the wheels, and the vehicle body drives piston rod and piston to synchronously reciprocate up and down. At this time, the damping force generated by the throttling passage on the piston of the existing shock absorber is insufficient to limit the flow of oil, which easily leads to the piston of shock absorber touching the bottom, i.e. the piston of shock absorber rigidly collides with the bottom surface of inner cylinder of cylinder body, resulting in damage of shock absorber. To avoid the piston from touching the bottom, the existing structure is provided with an elastic buffer block in the air chamber of air spring. The elastic buffer block is generally installed on the piston rod between the cylinder body of shock absorber and the top seat assembly of air spring. When the movement amplitude of top seat assembly and piston rod is too large, the buffer block is driven to synchronously descend until the buffer block is elastically deformed by being pressed from top and bottom by top seat assembly and cylinder body of shock absorber to achieve movement buffering of piston rod. At the same time, the elastic buffer block separates top seat assembly and cylinder body of shock absorber by a certain safety distance to avoid the shock absorber from touching the bottom. However, the structure still has the following disadvantages:

[0004] 1. The elastic buffer block is easily damaged after being hit for many times, and needs to be replaced in time, increasing maintenance cost;

[0005] 2. The elastic buffer block occupies the air chamber space of the air spring, which can easily lead to insufficient air storage space in the air chamber and affect the performance of the air spring. In order to meet the performance of the air spring, it is often necessary to increase the air chamber space of the air spring and redesign and change the structure of the air spring. The air spring after the structural design is changed requires a larger installation space. Therefore, it is even necessary to re-plan the entire chassis space layout, which brings difficulties and inconvenience to the structural design of the chassis, increases the workload of designers and production personnel, and reduces production efficiency.

[0006] 3. Some vehicles require the axis of the air spring top mount assembly to intersect with the axis of the shock absorber piston rod, such as the MacPherson strut air spring shock absorber assembly. When the angle between the piston rod axis and the air spring top mount axis is large, the elastic buffer block is prone to interference with the piston rod, affecting the overall shock absorption performance of the structure, accelerating the wear of the piston rod and the elastic buffer block, and shortening the life of the air spring shock absorber assembly. Utility Model Content

[0007] The technical problem to be solved by this utility model is: to provide a hydraulic shock absorber that increases the damping force of the piston and piston rod when the piston rod's downward movement exceeds a specified range, thereby providing a buffer for the piston rod's downward movement, avoiding rigid collision between the piston and the inner cylinder of the shock absorber, and improving the reliability of the shock absorber; and to provide an air spring shock absorber assembly structure that simplifies the connection structure between the shock absorber and the air spring top seat, saves the air spring's air chamber space, reduces the overall volume of the air spring and the required installation space, and facilitates assembly.

[0008] The technical solution adopted by this utility model to solve the technical problem is as follows: a hydraulic shock absorber, comprising an outer cylinder, an inner cylinder, and a piston rod arranged from the outside to the inside, with a compensation cavity between the outer cylinder and the inner cylinder; the lower end of the piston rod is located inside the inner cylinder and a piston is provided at the lower end of the piston rod, the piston dividing the inner cavity of the inner cylinder into an upper chamber and a lower chamber; the piston is provided with a first throttling channel and a second throttling channel connecting the upper chamber and the lower chamber, the first throttling channel is provided with a first one-way valve leading to the upper chamber, and the second throttling channel is provided with a second one-way valve leading to the lower chamber; the bottom wall of the inner cylinder is provided with a third throttling channel and a fourth throttling channel connecting the lower chamber and the compensation cavity, the third throttling channel is provided with a third one-way valve leading to the compensation cavity, and the fourth throttling channel is provided with a fourth one-way valve leading to the lower chamber;

[0009] The lower chamber is provided with a buffer sleeve and a buffer column arranged coaxially. The buffer sleeve is connected to the piston. The lower ports of the first throttling channel and the second throttling channel are both located in the cavity of the buffer sleeve. The buffer column is fixedly installed at the bottom of the lower chamber. The wall of the buffer sleeve is provided with a throttling pipe that runs through the inside and outside.

[0010] The piston is used to drive the buffer sleeve to reciprocate axially up and down to make the upper end of the buffer column enter and exit the buffer sleeve; when the buffer sleeve moves to the lower limit position, the buffer column is located in the buffer sleeve cavity and cooperates with the gap, and the side wall of the buffer column blocks all the inner ports of the throttle pipeline.

[0011] Further, the lower part of the outer side of the piston is provided with a limiting clamping groove perpendicular to its axis, the buffer sleeve is provided with a clamping block matched in shape and size with the limiting clamping groove, and the clamping block is located in the limiting clamping groove and axially clamped with the side wall of the clamping groove.

[0012] The buffer sleeve is provided with a guide portion protruding from its outer side wall, and the guide portion axially slides with the inner sleeve; the guide portion has an oil passage axially through it.

[0013] Further, a transition inclined surface is arranged between the bottom wall of the buffer sleeve and the inner side wall of the buffer sleeve, which is inclined downward from inside to outside.

[0014] Further, the buffer column is a cylindrical structure with open ends.

[0015] Further, the lower chamber bottom wall is provided with a lower mounting seat, which is interference fit with the inner sleeve; the lower mounting seat is provided with an axial stepped through hole, the lower end of the buffer column is inserted into the axial stepped through hole and interference fit with it, and the lower end surface of the buffer column axially abuts against the step in the axial stepped through hole.

[0016] Further, the top surface of the lower mounting seat is provided with an elastic member arranged in vertical arrangement with the buffer sleeve.

[0017] Further, a plurality of throttle pipelines are arranged, and a plurality of throttle pipelines are uniformly arranged along the circumference of the buffer sleeve; the axial positions of the inner ports of a plurality of throttle pipelines are different.

[0018] Further, the throttle pipeline is a plurality of strip-shaped grooves arranged on the inner wall of the buffer sleeve, the length direction of the strip-shaped groove is arranged along the axial direction of the buffer sleeve, and the lower end of the strip-shaped groove is open and located on the bottom wall of the buffer sleeve.

[0019] The lengths of the plurality of strip-shaped groove structures of the throttle pipeline are different.

[0020] Further, the groove depth and groove width of the strip-shaped groove structure of the throttle pipeline gradually decrease from bottom to top.

[0021] An air spring shock absorber assembly structure, comprising an air spring, the air spring comprising a top seat assembly, a bladder skin and a piston cylinder arranged from top to bottom, one end of the bladder skin being sealingly connected to the top seat assembly, the other end of the bladder skin being sealingly connected to the piston cylinder, the top seat assembly, the bladder skin and the piston cylinder surrounding a gas chamber;

[0022] Further comprising any one of the above hydraulic shock absorbers;

[0023] The outer cylinder of the shock absorber is mounted in the air spring piston cylinder and the two are sealingly connected, and the upper end of the shock absorber piston rod is sealingly connected with the top seat assembly of the air spring through the gas chamber of the air spring.

[0024] Compared with the prior art, the hydraulic shock absorber has the beneficial effects that: the buffer column is arranged at the bottom of the lower chamber, the buffer sleeve that moves axially and reciprocally synchronously with the piston is arranged on the piston, the upper end of the buffer column can enter and exit the inner cavity of the buffer sleeve axially, when the piston drives the buffer sleeve to move downward with an excessively large amplitude, the buffer column enters the buffer sleeve to block the lower port of the buffer sleeve, the outer wall of the buffer sleeve, the side wall of the buffer column outside the buffer sleeve and the side wall of the lower chamber surround an annular cavity, the oil in the annular cavity mainly enters the cavity of the buffer sleeve through the throttling pipeline, the oil in the cavity of the buffer sleeve enters the upper chamber through the first throttling channel, the throttling pipeline limits the flow of the oil into the inner cavity of the buffer sleeve, indirectly limits the flow of the oil into the first throttling channel, slows down the speed of the oil entering the upper chamber from the lower chamber, increases the damping force of the downward movement of the piston, and improves the damping performance of the shock absorber; when the piston drives the buffer sleeve to continue to move downward to block the inner port of the throttling pipeline, the buffer column limits the flow of the throttling pipeline, further limits the flow of the oil into the first throttling channel, slows down the speed of the oil entering the upper chamber from the lower chamber, again increases the damping force of the downward movement of the piston and the piston rod, further improves the damping performance of the shock absorber, avoids the rigid collision of the piston and the bottom wall of the buffer sleeve caused by the insufficient supporting force of the air spring, and improves the driving comfort of the vehicle.

[0025] The air spring shock absorber assembly structure is provided, the piston rod drives the piston to move downward and collide with the bottom wall of the inner cylinder of the shock absorber is prevented by adopting the shock absorber, the elastic buffer block does not need to be arranged in the gas chamber of the air spring, the elastic buffer block and the piston rod are prevented from interfering with each other, the connection structure of the top seat assembly of the air spring and the piston rod of the shock absorber is simplified, the space of the gas chamber of the air spring is saved, the overall volume of the air spring is reduced, the installation space required by the air spring is reduced, and the overall structure of the vehicle suspension is arranged conveniently. BRIEF DESCRIPTION OF DRAWINGS

[0026] Figure 1 is the axial sectional view structure schematic diagram of the hydraulic shock absorber of the utility model;

[0027] Figure 2 is the axial section structure schematic view of the buffer column of the hydraulic shock absorber when it starts to enter the buffer sleeve;

[0028] Figure 3 is the axial section structure schematic view of the buffer sleeve of the hydraulic shock absorber when it moves to the lower limit position;

[0029] Figure 4 is the air spring shock absorber assembly structure schematic view of the utility model;

[0030] Figure 5 is the enlarged structure schematic view of A part in Figure 3

[0031] Figure 6 is the enlarged structure schematic view of B part in Figure 4

[0032] Reference signs: 1-outer cylinder; 11-compensation cavity; 12-sealing end cover; 2-inner cylinder; 21-upper chamber; 211-annular cavity; 22-lower chamber; 23-third throttling passage; 24-fourth throttling passage; 25-third one-way valve; 26-fourth one-way valve; 3-piston rod; 4-piston; 41-first throttling passage; 42-second throttling passage; 43-first one-way valve; 44-second one-way valve; 5-buffer sleeve; 51-throttling pipeline; 52-guiding part; 53-transition inclined surface; 6-buffer column; 7-lower mounting base; 8-elastic member; 91-seat assembly; 92-capsule skin; 93-piston cylinder; 94-air chamber; 95-sealing ring; 96-spring seat. DETAILED DESCRIPTION

[0033] The utility model is further explained below by combining with the drawings and examples. The examples described below by referring to the drawings are exemplary, only for explaining the utility model, and cannot be understood as the limitation of the utility model.

[0034] As the drawings Figures 1-6 ​​As shown, a kind of hydraulic shock absorber, including outer cylinder 1, inner cylinder 2 and piston rod 3 arranged from outside to inside, with compensation cavity 11 between the outer cylinder 1 and the inner cylinder 2;The lower end of the piston rod 3 is located in the inner cylinder 2 and the lower end of the piston rod 3 is provided with piston 4, and the piston 4 separates the inner cavity of the inner cylinder 2 into upper chamber 21 and lower chamber 22;Piston 4 is provided with first throttling passage 41 and second throttling passage 42, which communicate upper chamber 21 and lower chamber 22, first throttling passage 41 is provided with first one-way valve 43 leading to upper chamber 21, and second throttling passage 42 is provided with second one-way valve 44 leading to lower chamber 22;The bottom wall of the inner cylinder 2 is provided with third throttling passage 23 and fourth throttling passage 24, which communicate lower chamber 22 and compensation cavity 11, third throttling passage 23 is provided with third one-way valve 25 leading to compensation cavity 11, and fourth throttling passage 24 is provided with fourth one-way valve 26 leading to lower chamber 22;Lower chamber 22 is provided with buffer sleeve 5 and buffer column 6 arranged coaxially, buffer sleeve 5 is connected to piston 4, and lower port of first throttling passage 41 and second throttling passage 42 is located in the cavity of buffer sleeve 5;Buffer column 6 is fixedly arranged at the bottom of lower chamber 22;Throttling pipe 51 is provided on the wall of buffer sleeve 5;Piston 4 is used to drive buffer sleeve 5 to reciprocate axially to make the upper end of buffer column 6 enter and exit buffer sleeve 5;When buffer sleeve 5 moves to lower limit position, buffer column 6 is located in the cavity of buffer sleeve 5 and cooperates with the gap, and the side wall of buffer column 6 blocks all the inner ports of throttling pipe 51.The inner port of throttling pipe 51 is located on the inner wall of buffer sleeve 5, and the outer port of throttling pipe 51 is located on the outer wall of buffer sleeve 5.The total area of flow passage cross section of throttling pipe 51 should be less than the total area of flow passage cross section of first throttling passage 41, that is, under the condition that oil flow rate is same, the total flow of throttling pipe 51 in same time is required to be less than the total flow of first throttling pipe 41.

[0035] When the vehicle using the shock absorber of the utility model normally drives on flat road surface, Figure 1 、 Figure 4 and Figure 6As shown, the upper chamber 21 and the lower chamber 22 of the shock absorber inner tube 2 are filled with hydraulic oil, and the up-and-down movement range of the vehicle body relative to the wheels is within a specified range, the vehicle body drives the piston rod 3 and the piston 4 to move up and down synchronously, and the buffer column 6 is always arranged outside the buffer sleeve 5. When the vehicle body drives the piston rod 3 and the piston 4 to move upward synchronously, the piston 4 extrudes the oil in the upper chamber 21 to increase the oil pressure, the high-pressure oil in the upper chamber 21 pushes open the valve plate of the second one-way valve 44 on the second throttle channel 42 to flow into the lower chamber 22, the second throttle channel 42 limits the flow of oil from the upper chamber 21 to the lower chamber 22, provides damping force for the upward movement of the piston rod 3 and the piston 4, and ensures the slow upward movement of the piston rod 3 and the piston 4. When the vehicle body drives the piston rod 3 and the piston 4 to move downward synchronously, the piston 4 extrudes the oil in the lower chamber 22 to increase the oil pressure, the oil outside the buffer sleeve 5 in the lower chamber 22 enters the inner cavity of the buffer sleeve 5 through the lower port of the buffer sleeve 5 and the throttle pipeline 51, and then pushes open the valve plate of the first one-way valve 43 on the first throttle channel 41 to enter the upper chamber 21, the first throttle channel 41 limits the flow of oil from the lower chamber 22 to the upper chamber 21, provides damping force for the downward movement of the piston rod 3 and the piston 4, and makes the piston rod 3 and the piston 4 move downward slowly. The hydraulic oil circulates between the upper chamber 21 and the lower chamber 22 through the first throttle channel 41 and the second throttle channel 42 to generate damping force and provide buffer for the movement of the piston rod 3.

[0036] When the vehicle runs on uneven and rugged road surface or emergency braking, the relative movement range of the vehicle body and the wheels in the up-and-down direction is large. As shown in FIG. 2, the piston rod 3 and the piston 4 are driven by the vehicle body to move upward synchronously, and the buffer column 6 is always arranged outside the buffer sleeve 5. Figures 2-3When the vehicle body drives the piston rod 3 and the piston 4 to compress downwardly beyond the specified amplitude, the piston 4 drives the buffer sleeve 5 to move downwardly, so that the upper end of the buffer column 6 located at the bottom of the lower chamber 2 enters the buffer sleeve 5. At this time, the buffer column 6 blocks the lower port of the buffer sleeve 5, and the outer wall of the buffer sleeve 5, the side wall of the buffer column 6 located outside the buffer sleeve 5 and the side wall of the lower chamber 22 form an annular cavity 211. Since the gap between the buffer column 6 and the buffer sleeve 5 is very small, the oil liquid in the annular cavity 211 mainly enters the inner cavity of the buffer sleeve 5 through the throttling pipeline 51, and the oil liquid in the inner cavity of the buffer sleeve 5 enters the upper chamber 21 through the first throttling channel 41. The throttling pipeline 51 limits the flow of the oil liquid into the inner cavity of the buffer sleeve 5, indirectly limits the flow of the oil liquid into the first throttling channel 41, further slows down the speed of the oil liquid entering the upper chamber 21 from the lower chamber 22, provides greater damping force for the downward movement of the piston rod 3 and the piston 4, and further buffers the piston and the piston rod. If the vehicle body continues to drive the piston rod 3, the piston 4 and the buffer sleeve 5 to move downwardly, when the outer side of the buffer column 6 blocks the inner port of the throttling pipeline 51, the buffer column 6 limits the flow of the oil liquid into the inner cavity of the buffer sleeve 5 through the throttling pipeline 51, indirectly further limits the flow of the oil liquid into the first throttling channel 41, further slows down the speed of the oil liquid entering the upper chamber 21 from the lower chamber 22, and further increases the damping force provided for the downward movement of the piston 4 and the piston rod 3, thereby avoiding the rigid impact between the buffer sleeve 5 and the bottom wall of the lower chamber 22 caused by the continuous downward movement of the piston 4, preventing the damage of the shock absorber and improving the damping performance of the shock absorber.

[0037] From the process of the buffer column 6 entering the buffer sleeve 5 to the buffer column 6 blocking all throttling pipelines 51, when the oil liquid pressure in the lower chamber 22 is too large, the hydraulic oil in the lower chamber 22 pushes away the valve plate of the third one-way valve 25 in the third throttling channel 23 on the bottom wall of the inner cylinder 2 to enter the compensation cavity 11. The third throttling channel 23 limits the flow of the oil liquid from the lower chamber 22 to the compensation cavity 11, provides damping force for the continuous slow downward movement of the piston 4 and the piston rod 3, and avoids the damage of the inner cylinder 2 caused by the excessive oil liquid pressure in the lower chamber 22. Conversely, when the vehicle body drives the piston rod 3 and the piston 4 to move upwardly synchronously, the negative pressure in the lower chamber 22 is too large, the oil liquid in the compensation cavity 11 pushes away the fourth one-way valve 26 on the fourth throttling channel 24 to enter the lower chamber 22. The fourth throttling channel 24 limits the flow of the oil liquid from the compensation cavity 11 to the lower chamber 22, so that the piston 4, the piston rod 3 and the buffer sleeve 5 move slowly upwardly until the buffer column 6 is out of the buffer sleeve 5.

[0038] The outer cylinder 1 is used to install the cylinder body of the shock absorber in the piston cylinder 9 of the air spring, and the inner cylinder 2 is used to accommodate the piston 4 and the piston rod 3 and provide the piston rod 3 with an extension and retraction movement space. The outer profile shape of the radial section of the piston 4 is adapted to and the same size as the inner profile shape of the radial section of the inner cylinder 2, and the two are in interference fit, the inner wall of the inner cylinder 2 closely contacts the outer side of the piston 4 and limits the piston 4 in the radial direction, thereby ensuring the axial reciprocating movement of the piston 4 and the piston rod 3. The sealing end cover 12 with an axial through hole is arranged at the upper port of the inner cylinder 2 and the outer cylinder 1, the piston rod 3 passes out of the axial through hole of the sealing end cover 12 and is in axial sliding sealing connection with the hole wall of the axial through hole. The piston 4 and the piston rod 3 can be welded or directly connected by threads, or connected by bolts, pins and the like.

[0039] The buffer sleeve 5 is used to cooperate with the buffer column 6 to adjust the number of oil paths from the annular cavity 211 into the inner cavity of the buffer sleeve 5. The buffer sleeve 5 can be welded on the piston 4 or connected to the piston 4 by bolts, pins and the like. Specifically, the lower part of the outer side of the piston 4 is provided with a limiting clamping groove perpendicular to the axis, and the buffer sleeve 5 is provided with a clamping block matched in shape and size with the limiting clamping groove, the clamping block is located in the limiting clamping groove and axially clamped with the side wall of the clamping groove, the two cooperate to axially limit the buffer sleeve 5, facilitate assembly, and the piston 4 and the buffer sleeve 5 are not easy to separate during axial movement, and the connection is stable.

[0040] The buffer sleeve 5 can be a straight cylinder structure with the same axial outer diameter, or a tapered cylinder structure with different axial outer diameters, which is in clearance fit with the inner cylinder 2. Preferably, the buffer sleeve 5 is provided with a guide portion 52 protruding from the outer side wall thereof, the guide portion 52 is in axial sliding fit with the inner cylinder 2, and the guide portion 52 has an axial through oil path. The guide portion 52 limits the buffer sleeve 5 in the radial direction and ensures the axial movement direction of the buffer sleeve 5. The oil path on the guide portion 52 is used to connect the annular cavities 211 above and below, thereby ensuring the smoothness of the throttle pipeline 51. The guide portion 52 can be a ring structure or a plurality of protruding structures uniformly distributed along the circumference of the buffer sleeve 5.

[0041] The cavity in the buffer sleeve 5 can be prismatic, cylindrical or frustoconical, and is generally cylindrical for ease of manufacture. Preferably, a transition slope 53 is arranged between the bottom wall of the buffer sleeve 5 and the inner side wall of the buffer sleeve 5, and slopes radially from inside to outside and downward. When the upper end of the buffer column 6 enters the cavity in the buffer sleeve 5, the annular gap between the buffer column 6 and the buffer sleeve 5 through which oil can pass gradually decreases, avoiding sudden changes in the cross section of the oil passage connecting the annular cavity 221 and the cavity in the buffer sleeve 5, which would cause the buffer sleeve 5 to be subjected to a sudden impact of oil pressure, thereby buffering the hydraulic pressure. In addition, the transition slope 53 also guides the buffer column 6 into the buffer sleeve 5, ensuring the relative axial movement of the buffer column 6 and the buffer sleeve 5.

[0042] The buffer column 6 is used to control the opening and closing of the lower end of the buffer sleeve 5 and the inner end of the throttling pipeline 51. The buffer column 6 can be a solid column structure or a hollow sleeve structure. The cross-sectional profile of the buffer column 6 can be of any shape. Generally, the shape of the cross-sectional profile of the buffer column 6 is the same as the shape of the cross section of the cavity in the buffer sleeve 5 and is appropriately sized. After the buffer column 6 enters the cavity in the buffer sleeve 5, the single-sided gap between the two is set according to the maximum compression damping force required by the shock absorber. To avoid the buffer column 6 occupying too much space in the lower chamber 22, the buffer column 6 is preferably a tubular structure with open ends, which saves space in the lower chamber 22 and reduces the volume and weight of the shock absorber, facilitating assembly, disassembly and transportation.

[0043] The buffer column 6 can be connected to the bottom wall or side wall of the inner cylinder 2 by bolts, pins or other connecting members, or can be directly welded in the inner cylinder 2. Preferably, a lower mounting seat 7 is arranged on the bottom wall of the lower chamber 22, and the lower mounting seat 7 is in interference fit with the inner cylinder 2. An axial stepped through hole is arranged on the lower mounting seat 7, the lower end of the buffer column 6 is inserted into the axial stepped through hole and is in interference fit with the axial stepped through hole, and the lower end surface of the buffer column 6 axially abuts against the step in the axial stepped through hole. The lower mounting seat 7 is fixedly installed on the bottom wall of the lower chamber 22 by interference fit with the inner cylinder 2, the buffer column 6 is radially positioned by interference fit with the stepped through hole on the lower mounting seat 7, and the step in the stepped hole is used to axially position the buffer column 6, thereby ensuring the installation accuracy of the buffer column 6.

[0044] Preferably, an elastic member 8 is arranged on the top surface of the lower mounting seat 7 and is vertically aligned with the buffer sleeve 5. When the buffer sleeve 5 moves downward and presses the elastic member 8, the elastic member 8 is deformed under pressure while providing damping force to the buffer sleeve 5, thereby buffering the buffer sleeve 5. This avoids rigid collision between the buffer sleeve 5 and the lower mounting seat 7 when the buffer sleeve 5 moves to the lower limit position, which can damage the shock absorber and reduce the reliability of the shock absorber. The elastic member 8 can be a spring or an elastic gasket or sleeve made of PA66, NBR or other elastic materials.

[0045] The throttle pipeline 51 on the buffer sleeve 5 can be provided with one or more. Preferably, the throttle pipeline 51 is provided with multiple, and the multiple throttle pipelines 51 are uniformly arranged along the circumference of the buffer sleeve 5. The axial positions of the inner ports of the multiple throttle pipelines 51 can be the same or different. As a further preferred, the axial positions of the inner ports of the multiple throttle pipelines 51 are different, the greater the axial length of the buffer column 6 entering the buffer sleeve 5, the more the number of throttle pipelines 51 whose inner ports are blocked, the greater the throttling degree of the oil entering the inner cavity of the buffer sleeve 5 from the annular cavity 221, and the greater the throttling degree of the oil entering the upper chamber 21 from the inner cavity of the buffer sleeve 5, accordingly, the damping force received by the piston 4 during downward movement gradually increases, improving the adjustment range and accuracy of the damping force of the piston 4, and improving the damping capacity of the shock absorber. Multiple refers to at least two. The pipe diameters of the multiple throttle pipelines 51 can be the same or different.

[0046] The throttle pipeline 51 can be a through hole provided on the buffer sleeve 5, or a groove provided on the inner wall of the buffer sleeve 5. The outer port of the throttle pipeline 51 can be provided on the bottom wall of the buffer sleeve 5, or on the outer side wall of the buffer sleeve 5. Preferably, the throttle pipeline 51 is a plurality of strip-shaped grooves provided on the inner wall of the buffer sleeve 5, the length direction of the strip-shaped grooves is arranged along the axial direction of the buffer sleeve 5, and the lower end of the strip-shaped grooves is open and located on the bottom wall of the buffer sleeve 5; the lengths of the multiple strip-shaped groove structures of the throttle pipeline 51 are different, the lower end openings of the strip-shaped grooves are the outer ports of the throttle pipeline 51, and the openings of the strip-shaped grooves radially inward are the inner ports, and the structure is simple and convenient to process. The groove depths of the multiple strip-shaped groove structures of the throttle pipeline 51 can be the same or different; the groove widths of the multiple strip-shaped groove structures of the throttle pipeline 51 can be the same or different.

[0047] As a further preferred, the groove depth and the groove width of the strip-shaped groove structure of the throttle pipeline 51 gradually decrease from bottom to top. As the length of the buffer column 6 entering the buffer outer cylinder 5 increases, the inner port of the strip-shaped groove structure of the throttle pipeline 51 gradually decreases, and the diameter of the inner port is always smaller than the cross section of the pipeline 51, the throttling degree of the throttle pipeline 51 for the oil entering the upper chamber 21 from the cavity of the buffer outer cylinder 5 is greater and greater, accordingly, the compression damping force received by the piston 4 also gradually increases, further avoiding the rigid collision between the piston 4 and the inner cylinder bottom surface, and improving the damping performance of the shock absorber.

[0048] The air spring shock absorber assembly structure comprises an air spring, a hydraulic shock absorber, and a shock absorber outer cylinder; the air spring comprises, from top to bottom, a top seat assembly 91, a bladder skin 92, and a piston cylinder 93, one end of the bladder skin 92 is sealingly connected to the top seat assembly 91, the other end of the bladder skin 92 is sealingly connected to the piston cylinder 93, and the top seat assembly 91, the bladder skin 92, and the piston cylinder 93 enclose an air chamber 94; the shock absorber outer cylinder 1 is installed in the air spring piston cylinder 93 and is sealingly connected thereto, and the upper end of the shock absorber piston rod 3 is sealingly connected to the top seat assembly 91 of the air spring through the air chamber 94 of the air spring. The top seat assembly 91 and the bladder skin 92 and the piston cylinder 93 and the bladder skin 92 are generally sealingly connected by buckling of buckling rings. The top seat assembly 91 generally has an axial stepped through hole, and the upper end of the shock absorber piston rod 3 is fastened to the top seat assembly 91 through the stepped through hole in the top seat assembly 91 by a nut. The shock absorber outer cylinder 1 and the air spring piston cylinder 93 can be sealingly connected by a sealing ring 95, and the shock absorber outer cylinder 1 generally further comprises a spring seat 96 for supporting the sealing ring 95 and the air spring piston cylinder 93 and limiting the axial position of the sealing ring 95 and the air spring piston cylinder 93 on the shock absorber outer cylinder 1.

[0049] In the air spring shock absorber assembly structure, the shock absorber can effectively prevent the piston rod 3 of the shock absorber from driving the piston 4 to move downward beyond the specified range and rigidly collide with the shock absorber inner cylinder 2, without the need to arrange an elastic buffer block in the air spring air chamber 94, thereby avoiding mutual interference between the elastic buffer block and the piston rod 3, simplifying the connection structure of the top seat assembly 91 of the air spring and the shock absorber piston rod 3, saving the air chamber space of the air spring, reducing the overall volume of the air spring, reducing the required installation space of the air spring, and facilitating the arrangement and installation of the overall structure of the vehicle suspension.

[0050] In the air spring shock absorber assembly structure, the shock absorber can effectively prevent the piston rod 3 of the shock absorber from driving the piston 4 to move downward beyond the specified range and rigidly collide with the shock absorber inner cylinder 2, without the need to arrange an elastic buffer block in the air spring air chamber 94, thereby avoiding mutual interference between the elastic buffer block and the piston rod 3, simplifying the connection structure of the top seat assembly 91 of the air spring and the shock absorber piston rod 3, saving the air chamber space of the air spring, reducing the overall volume of the air spring, reducing the required installation space of the air spring, and facilitating the arrangement and installation of the overall structure of the vehicle suspension.

[0050] In the air spring shock absorber assembly structure, the shock absorber can effectively prevent the piston rod 3 of the shock absorber from driving the piston 4 to move downward beyond the specified range and rigidly collide with the shock absorber inner cylinder 2, without the need to arrange an elastic buffer block in the air spring air chamber 94, thereby avoiding mutual interference between the elastic buffer block and the piston rod 3, simplifying the connection structure of the top seat assembly 91 of the air spring and the shock absorber piston rod 3, saving the air chamber space of the air spring, reducing the overall volume of the air spring, reducing the required installation space of the air spring, and facilitating the arrangement and installation of the overall structure of the vehicle suspension.

Claims

1. An air spring shock absorber assembly structure, comprising an air spring, the air spring comprising a top seat assembly (91), a bag skin (92) and a piston cylinder (93) arranged from top to bottom, one end of the bag skin (92) being sealingly connected to the top seat assembly (91), the other end of the bag skin (92) being sealingly connected to the piston cylinder (93), the top seat assembly (91), the bag skin (92) and the piston cylinder (93) surrounding a gas chamber (94); characterized in that: further comprising a hydraulic shock absorber; the hydraulic shock absorber comprising an outer cylinder (1), an inner cylinder (2) and a piston rod (3) arranged from outside to inside, the outer cylinder (1) and the inner cylinder (2) having a compensation cavity (11) therebetween; the lower end of the piston rod (3) being located in the inner cylinder (2) and the lower end of the piston rod (3) being provided with a piston (4), the piston (4) separating the inner cavity of the inner cylinder (2) into an upper chamber (21) and a lower chamber (22); the piston (4) being provided with a first throttling channel (41) and a second throttling channel (42) communicating the upper chamber (21) and the lower chamber (22), the first throttling channel (41) being provided with a first one-way valve (43) opening to the upper chamber (21), the second throttling channel (42) being provided with a second one-way valve (44) opening to the lower chamber (22); the bottom wall of the inner cylinder (2) being provided with a third throttling channel (23) and a fourth throttling channel (24) communicating the lower chamber (22) and the compensation cavity (11), the third throttling channel (23) being provided with a third one-way valve (25) opening to the compensation cavity (11), the fourth throttling channel (24) being provided with a fourth one-way valve (26) opening to the lower chamber (22); the lower chamber (22) being provided with a buffer sleeve (5) and a buffer column (6) arranged coaxially, the buffer sleeve (5) being connected to the piston (4), the lower ends of the first throttling channel (41) and the second throttling channel (42) being located in the cavity of the buffer sleeve (5); the buffer column (6) being fixedly arranged at the bottom of the lower chamber (22); the cylinder wall of the buffer sleeve (5) being provided with throttling pipelines (51) penetrating from inside to outside; the piston (4) being used to drive the buffer sleeve (5) to reciprocate axially upward and downward to make the upper end of the buffer column (6) enter and exit the buffer sleeve (5); when the buffer sleeve (5) moves to the lower limit position, the buffer column (6) is located in the cavity of the buffer sleeve (5) and cooperates with the gap therebetween, the side wall of the buffer column (6) shielding all the inner ports of the throttling pipelines (51); the outer cylinder (1) of the shock absorber is installed in the piston cylinder (93) of the air spring and the two are sealingly connected, the upper end of the piston rod (3) of the shock absorber passes through the gas chamber (94) of the air spring and is sealingly connected to the top seat assembly (91) of the air spring. ​ 2. The air spring shock absorber assembly structure of claim 1, wherein: The lower part of the outer side surface of the piston (4) is provided with a limiting clamping groove perpendicular to the axis thereof, the buffer sleeve (5) is provided with a clamping block matched with the shape and size of the limiting clamping groove, and the clamping block is axially clamped with the side wall of the clamping groove. The buffer sleeve (5) is provided with a guide portion (52) protruding from the outer side wall thereof, the guide portion (52) is axially slidably matched with the inner cylinder (2), and the guide portion (52) has an oil passage axially penetrating therethrough.

3. The air spring shock absorber assembly structure of claim 1, wherein: A transition inclined surface (53) is arranged between the bottom wall of the buffer sleeve (5) and the inner side wall of the buffer sleeve (5) and is inclined downward from inside to outside.

4. The air spring shock absorber assembly structure of claim 1, wherein: The buffer column (6) is a cylindrical structure with open ends.

5. The air spring shock absorber assembly structure of claim 1, wherein: The bottom wall of the lower chamber (22) is provided with a lower mounting seat (7), the lower mounting seat (7) is in interference fit with the inner cylinder (2), the lower mounting seat (7) is provided with an axial stepped through hole, the lower end of the buffer column (6) is inserted into the axial stepped through hole and is in interference fit with the axial stepped through hole, and the lower end surface of the buffer column (6) is axially abutted with the step in the axial stepped through hole.

6. The air spring shock absorber assembly structure of claim 5, wherein: The top surface of the lower mounting seat (7) is provided with an elastic member (8) arranged in vertical alignment with the buffer sleeve (5).

7. The air spring shock absorber assembly structure of claim 1, wherein: The throttle pipeline (51) is provided with a plurality of throttle pipelines (51), the plurality of throttle pipelines (51) are uniformly arranged along the circumference of the buffer sleeve (5), and the axial positions of the inner ports of the plurality of throttle pipelines (51) are different.

8. The air spring shock absorber assembly structure of claim 7, wherein: The throttle pipeline (51) is a plurality of strip-shaped grooves arranged on the inner wall of the buffer sleeve (5), the length direction of the strip-shaped grooves is arranged along the axial direction of the buffer sleeve (5), the lower end of the strip-shaped groove is open, and the lower end opening is located on the bottom wall of the buffer sleeve (5). The lengths of the plurality of strip-shaped groove structures of the throttle pipeline (51) are different. The groove depth and groove width of the strip-shaped groove structure of the throttle pipeline (51) gradually decrease from bottom to top.

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