Cockpit suspension assembly

Abstract

The utility model relates to a cockpit suspension assembly which comprises an air bag, a piston assembly, an upper cover assembly, an air chamber structure, an oil cylinder in the piston assembly and a piston rod. By introducing the pneumatic element and the gas storage tank, the total volume of gas is increased, the gas pressure of the suspension system is effectively adjusted, the suspension effect of a cockpit is optimized, and the running stability and riding comfort of a vehicle are improved. In addition, the piston is divided into the supporting plate and the shell, the additional air chamber can be conveniently machined, air circulation of the main air chamber and the auxiliary air chamber is achieved through the damping hole, and impact and vibration generated when the air bag stretches out and draws back are relieved. The upper end and the lower end of the air bag are in sealing connection with the upper cover assembly and the piston through connecting flanges and buckling rings, and gas leakage is avoided. And the pneumatic element adopts an air tap design, so that an air storage tank can be conveniently connected to perform air inflation and deflation operation. According to the technical scheme, the self-adaptability and comfort of the suspension system are improved, and the maintenance and adjustment cost is reduced.

Description

Technical Field

[0001] This utility model specifically relates to the cockpit suspension assembly. Background Technology

[0002] Chinese invention patent CN114321252B discloses an air spring assembly and its application in the automotive technology field. The air spring assembly includes a housing assembly, a shock absorber, and a solenoid valve. The housing assembly has a main chamber and a secondary chamber internally, connected by a through-hole in a wall panel. The solenoid valve is mounted on the wall panel to control the opening and closing of the through-hole, and its axis is parallel to the shock absorber axis to reduce radial installation space requirements.

[0003] The above-mentioned air spring assembly has the following defects:

[0004] The solenoid valve regulates the flow of compressed air between the main and auxiliary chambers by controlling the opening and closing of the through-hole, but the gas volume between the main and auxiliary chambers remains unchanged. The stiffness of an air spring is typically related to the pressure and volume of the gas inside it. If the volume remains constant, then changes in stiffness will primarily depend on changes in pressure, and such changes are limited by the solenoid valve's control capability, making continuous or wide-range adjustment of the air spring stiffness impossible. Utility Model Content

[0005] The technical problem to be solved by this utility model is to address the shortcomings of the prior art by providing a cockpit suspension assembly. By introducing pneumatic components and an air tank, the total volume of gas is increased, enabling more effective adjustment and control of the air pressure in the suspension system, optimizing the suspension effect in the cockpit, and improving the stability and ride comfort of the vehicle during driving.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a cockpit suspension assembly, including an airbag, a piston assembly, and a top cover assembly. The piston assembly includes a piston and a hydraulic cylinder installed inside the piston. The hydraulic cylinder is linked to a piston rod. The upper part of the piston rod is sealed to the top cover assembly, and a connecting fork is fixed to the lower part of the hydraulic cylinder. The upper end of the airbag is connected to the top cover assembly, and the lower end is connected to the piston. There is a gas chamber structure between the airbag and the piston assembly for containing gas. The gas chamber structure is connected to a pneumatic component, and the pneumatic component is connected to an air tank. An additional air chamber is provided inside the air tank.

[0007] By adopting the above technical solution, and through the introduction of pneumatic components and an air tank, particularly the additional air chamber within the air tank, the total gas volume is increased compared to existing air spring assemblies. This allows for more effective regulation and control of the suspension system's gas pressure, optimizing the suspension effect in the cockpit and improving vehicle stability and ride comfort. Furthermore, the air tank does not need to be directly fixed to the airbag or piston assembly during installation; it can be directly fixed to the vehicle body. This does not affect the structural design or manufacturing of the air spring; only pre-drilled holes are needed for gas flow.

[0008] A cockpit suspension assembly includes an airbag, a piston assembly, and a top cover assembly. The piston assembly includes a piston and a hydraulic cylinder installed inside the piston. The hydraulic cylinder is linked to a piston rod, the upper part of which is sealed to the top cover assembly, and a connecting fork is fixed to the lower part of the hydraulic cylinder. The upper end of the airbag is connected to the top cover assembly, and the lower end is connected to the piston. The airbag has a main air chamber inside. The piston includes a support plate distributed above and a shell below. The outer periphery of the support plate is connected to the shell, and the inner periphery is sealed to the hydraulic cylinder. A secondary air chamber is formed between the shell and the support plate. The support plate has a damping hole that connects the main air chamber and the secondary air chamber.

[0009] The above technical solution involves disassembling the piston into a shell and a support plate, facilitating the fabrication of the additional air chamber. A damping orifice is used to allow gas flow between the main and auxiliary air chambers. Gas from the main chamber flows into the piston assembly chamber through the damping orifice according to pressure changes. As the gas flows through the orifice, some damping is consumed. Therefore, the damping orifice helps to reduce the impact and vibration during airbag expansion and contraction, thereby improving vehicle ride comfort. Compared to existing technologies, eliminating the solenoid valve not only reduces costs but also simplifies manufacturing, as there is no need to reserve installation space for a solenoid valve. Furthermore, the damping effect can be adjusted by changing the size and position of the damping orifice to adapt to different driving conditions.

[0010] The aforementioned cockpit suspension assembly can be further configured as follows: the airbag has a main air chamber inside, the piston and the cylinder have an auxiliary air chamber, the main air chamber and the auxiliary air chamber are connected and together form an air chamber structure, the piston has a mounting hole, the pneumatic component is sealed and fixed in the mounting hole, one end of the pneumatic component is connected to the auxiliary air chamber and the other end is connected to the air tank.

[0011] By employing the above technical solution, during operation, when the vehicle travels on uneven road surfaces, the suspension system is subjected to vibrations and impacts from the road surface. At this time, gas not only circulates between the main and auxiliary air chambers within the airbag, but also flows between the pneumatic components on the piston and the air reservoir. This ensures that the gas flow direction consistently alternates between the main, auxiliary, and supplementary air chambers, thereby regulating the internal pressure of the airbag and further absorbing and mitigating vibrations, thus improving the ride comfort in the passenger cabin.

[0012] The aforementioned cockpit suspension assembly can be further configured as follows: the airbag has a main air chamber inside, the piston and the cylinder have an auxiliary air chamber, the main air chamber and the auxiliary air chamber are connected and together form an air chamber structure, the upper cover assembly has a mounting hole, the pneumatic element is sealed and fixed in the mounting hole, one end of the pneumatic element is connected to the main air chamber and the other end is connected to the air tank.

[0013] By employing the above technical solution, during operation, when the vehicle travels on uneven road surfaces, the suspension system is subjected to vibrations and impacts from the road surface. At this time, gas not only circulates between the main and auxiliary air chambers within the airbag, but also flows between the air tank and the pneumatic components via the mounting holes on the upper cover assembly. This ensures that the gas flow not only occurs between the main and auxiliary air chambers, but also between the main and auxiliary air chambers, thereby regulating the internal pressure of the airbag and further absorbing and mitigating vibrations, improving passenger comfort.

[0014] The aforementioned cockpit suspension assembly can be further configured such that: the piston includes a support plate distributed above and a housing below, the outer periphery of the support plate is connected to the housing and the inner periphery is sealed to the cylinder, the housing and the support plate form a secondary air chamber, the support plate is provided with a damping hole, and the damping hole connects the main air chamber and the secondary air chamber.

[0015] The above technical solution involves disassembling the piston into a shell and a support plate, facilitating the fabrication of the additional air chamber. A damping orifice is used to allow gas flow between the main and auxiliary air chambers. Gas from the main chamber flows into the piston assembly chamber through the damping orifice according to pressure changes. As the gas flows through the orifice, some damping is consumed. Therefore, the damping orifice helps to reduce the impact and vibration during airbag expansion and contraction, thereby improving vehicle ride comfort. Furthermore, the damping effect can be adjusted by changing the size and position of the damping orifice to adapt to different driving conditions.

[0016] The aforementioned cockpit suspension assembly can be further configured such that: the end of the piston facing the airbag is provided with a lower connecting flange, the lower end of the airbag is sleeved on the outer periphery of the lower connecting flange, and a lower clamping ring is provided between the airbag and the lower connecting flange to press the lower end of the airbag against the outer periphery of the lower connecting flange.

[0017] Using the above technical solution, the main function of the lower connecting flange is to provide a mounting surface for a sealed connection with the lower end of the airbag, ensuring that there is no gas leakage between the airbag and the piston. Adding a lower clamping ring further improves the tightness of the connection between the airbag and the piston.

[0018] The aforementioned cockpit suspension assembly can be further configured such that: the upper cover assembly has an upper connecting flange at the end facing the airbag, the upper end of the airbag is fitted around the outer periphery of the upper connecting flange, and an upper clamping ring is provided between the airbag and the upper connecting flange to press the upper end of the airbag against the outer periphery of the upper connecting flange.

[0019] Using the above technical solution, the main function of the upper connecting flange is to provide an installation surface for a sealed connection with the upper end of the airbag, ensuring that there is no gas leakage between the airbag and the upper cover assembly. Adding an upper clamping ring further enhances the tightness of the connection between the airbag and the upper cover assembly.

[0020] The aforementioned cockpit suspension assembly can be further configured such that: an anti-detachment ring is provided on the outer periphery of the upper buckling ring, a limiting ring groove is provided at the upper end of the anti-detachment ring, the upper cover assembly is provided with a step that matches the limiting ring groove corresponding to the limiting ring groove, and a skirt is provided at the lower end of the anti-detachment ring, the skirt extending toward the side away from the upper cover assembly and closely adhering to the outer surface of the airbag.

[0021] The above technical solution utilizes a locking ring groove that mates with a step to facilitate the installation and positioning of the anti-detachment ring. A skirt is included to prevent the airbag from flipping upwards after inflation. Furthermore, the anti-detachment ring as a whole further strengthens the sealing connection between the upper end of the airbag and the top cover assembly.

[0022] The aforementioned cockpit suspension assembly can be further configured such that the pneumatic components include air nozzles.

[0023] Using the above technical solution, an air tank can be easily connected via an air nozzle to perform gas inflation and deflation operations on the airbags in the suspension system.

[0024] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. Attached Figure Description

[0025] Figure 1 This is a cross-sectional schematic diagram of Embodiment 1 of the present utility model;

[0026] Figure 2 This is a cross-sectional schematic diagram of Embodiment 2 of the present invention;

[0027] Figure 3 This is a cross-sectional schematic diagram of Embodiment 3 of this utility model;

[0028] Figure 4 This is a cross-sectional schematic diagram of Embodiment 4 of this utility model;

[0029] Figure 5 for Figure 4 Enlarged view of a portion of point B in the middle;

[0030] Figure 6 for Figure 4 Enlarged view of a portion of point A in the middle;

[0031] Figure 7 This is a cross-sectional schematic diagram of Embodiment 5 of this utility model.

[0032] Labeling notes: Main air chamber a, auxiliary air chamber b, supplementary air chamber c; air bag 1, piston 2, oil cylinder 3, piston rod 4, connecting fork 5, upper cover assembly 6, air nozzle 7, air tank 8, lower connecting flange 9, lower clamping ring 10, upper connecting flange 11, upper clamping ring 12, anti-detachment ring 13, limit ring groove 14, skirt 15, step 16, support plate 17, outer shell 18, damping hole 19. Detailed Implementation

[0033] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0034] Example 1: As Figure 1 The cockpit suspension assembly shown includes an airbag 1, a piston assembly, and a top cover assembly 6. The piston assembly includes a piston 2 and a cylinder 3 installed inside the piston 2. The cylinder 3 is linked to a piston rod 4. The upper part of the piston rod 4 is sealed to the top cover assembly 6, and the lower part of the cylinder 3 is fixed to a connecting fork 5. The upper end of the airbag 1 is connected to the top cover assembly 6, and the lower end is connected to the piston 2. The airbag 1 has a main air chamber a inside, and an auxiliary air chamber b is provided between the piston 2 and the cylinder 3. The piston 2 has a mounting hole, and an air nozzle 7 is sealed and fixed in the mounting hole. One end of the air nozzle 7 communicates with the auxiliary air chamber c, and the other end communicates with the air tank 8. During operation, when the vehicle is traveling on uneven road surfaces, the suspension system will be subjected to vibrations and impacts from the road surface. At this time, the gas not only flows between the main air chamber a and the auxiliary air chamber b in the airbag 1, but also flows between the gas nozzle 7 on the piston 2 and the air tank 8. In this way, the direction of gas flow always flows back and forth along the main air chamber a, the auxiliary air chamber b, and the supplementary air chamber c, thereby regulating the internal pressure of the airbag 1, further absorbing and reducing vibration, and improving the ride comfort of the cockpit.

[0035] A lower connecting flange 9 is provided at the end of the piston 2 facing the airbag 1. The lower end of the airbag 1 is fitted onto the outer periphery of the lower connecting flange 9, and a lower clamping ring 10 is provided between the airbag 1 and the lower connecting flange 9 to press the lower end of the airbag 1 tightly against the outer periphery of the lower connecting flange 9. The main function of the lower connecting flange 9 is to provide a mounting surface for sealing connection with the lower end of the airbag 1, ensuring that there is no gas leakage between the airbag 1 and the piston 2. The addition of the lower clamping ring 10 further improves the tightness of the connection between the airbag 1 and the piston 2.

[0036] The upper cover assembly 6 has an upper connecting flange 11 at the end facing the airbag 1. The upper end of the airbag 1 is fitted onto the outer periphery of the upper connecting flange 11, and an upper clamping ring 12 is provided between the airbag 1 and the upper connecting flange 11 to press the upper end of the airbag 1 tightly against the outer periphery of the upper connecting flange 11. The main function of the upper connecting flange 11 is to provide a mounting surface for sealing connection with the upper end of the airbag 1, ensuring that there is no gas leakage between the airbag 1 and the upper cover assembly 6. The addition of the upper clamping ring 12 further improves the tightness of the connection between the airbag 1 and the upper cover assembly 6.

[0037] An anti-detachment ring 13 is provided on the outer periphery of the upper clamping ring 12. A limiting ring groove 14 is provided at the upper end of the anti-detachment ring 13. A step 16, adapted to the limiting ring groove 14, is provided on the upper cover assembly 6 corresponding to the limiting ring groove 14. A skirt 15 is provided at the lower end of the anti-detachment ring 13, extending away from the upper cover assembly 6 and closely adhering to the outer surface of the airbag 1. The limiting ring groove 14 and the step 16 cooperate to facilitate the installation and positioning of the anti-detachment ring 13. The skirt 15 prevents the airbag 1 from flipping upwards after inflation. Furthermore, the anti-detachment ring 13 as a whole can further strengthen the sealing connection between the upper end of the airbag 1 and the upper cover assembly 6.

[0038] Example 2: Figure 2 As shown, compared with Embodiment 1, in addition to including all the technical features of Embodiment 1, the piston 2 also includes the following: the piston 2 includes a support plate 17 distributed above and a housing 18 distributed below. The outer periphery of the support plate 17 is connected to the housing 18, and the inner periphery is sealed to the cylinder 3. The housing 18 and the support plate 17 form a secondary air chamber b. The support plate 17 is provided with a damping hole 19, which connects the main air chamber a and the secondary air chamber b.

[0039] The piston 2 is disassembled into a housing 18 and a support plate 17 to facilitate the machining of the auxiliary air chamber c. A damping orifice 19 is used to allow gas flow between the main air chamber a and the auxiliary air chamber b. Gas in the main air chamber a flows into the piston assembly chamber through the damping orifice 19 according to pressure changes. As the gas flows through the damping orifice 19, some damping is consumed. Therefore, the damping orifice 19 helps to reduce the impact and vibration during the expansion and contraction of the airbag 1, thereby improving vehicle ride comfort. Furthermore, the damping effect can be adjusted by changing the size and position of the damping orifice 19 to adapt to different driving conditions.

[0040] Example 3: Figure 3 The cockpit suspension assembly shown includes an airbag 1, a piston assembly, and a top cover assembly 6. The piston assembly includes a piston 2 and a cylinder 3 installed inside the piston 2. The cylinder 3 is linked to a piston rod 4. The upper part of the piston rod 4 is sealed to the top cover assembly 6, and the lower part of the cylinder 3 is fixed with a connecting fork 5. The upper end of the airbag 1 is connected to the top cover assembly 6, and the lower end is connected to the piston 2. The airbag 1 has a main air chamber a inside, and an auxiliary air chamber b is provided between the piston 2 and the cylinder 3. The main air chamber a and the auxiliary air chamber b are connected and together form an air chamber structure. The top cover assembly 6 is provided with mounting holes, and an air nozzle 7 is sealed and fixed in the mounting holes. One end of the air nozzle 7 is connected to the main air chamber a, and the other end is connected to the air tank 8. During operation, when the vehicle is driving on an uneven road surface, the suspension system will be subjected to vibrations and impacts from the road surface. At this time, the gas not only flows between the main air chamber a and the auxiliary air chamber b in the airbag 1, but also flows between the gas nozzle 7 on the mounting hole of the upper cover assembly 6 and the air tank 8. In this way, the direction of gas flow is not only between the main air chamber a and the auxiliary air chamber b, but also between the main air chamber a and the auxiliary air chamber c. This can also achieve the regulation of the internal pressure of the airbag 1, thereby further absorbing and damping vibrations and improving the ride comfort of the cockpit.

[0041] A lower connecting flange 9 is provided at the end of the piston 2 facing the airbag 1. The lower end of the airbag 1 is fitted onto the outer periphery of the lower connecting flange 9, and a lower clamping ring 10 is provided between the airbag 1 and the lower connecting flange 9 to press the lower end of the airbag 1 tightly against the outer periphery of the lower connecting flange 9. The main function of the lower connecting flange 9 is to provide a mounting surface for sealing connection with the lower end of the airbag 1, ensuring that there is no gas leakage between the airbag 1 and the piston 2. The addition of the lower clamping ring 10 further improves the tightness of the connection between the airbag 1 and the piston 2.

[0042] The upper cover assembly 6 has an upper connecting flange 11 at the end facing the airbag 1. The upper end of the airbag 1 is fitted onto the outer periphery of the upper connecting flange 11, and an upper clamping ring 12 is provided between the airbag 1 and the upper connecting flange 11 to press the upper end of the airbag 1 tightly against the outer periphery of the upper connecting flange 11. The main function of the upper connecting flange 11 is to provide a mounting surface for sealing connection with the upper end of the airbag 1, ensuring that there is no gas leakage between the airbag 1 and the upper cover assembly 6. The addition of the upper clamping ring 12 further improves the tightness of the connection between the airbag 1 and the upper cover assembly 6.

[0043] An anti-detachment ring 13 is provided on the outer periphery of the upper clamping ring 12. A limiting ring groove 14 is provided at the upper end of the anti-detachment ring 13. A step 16, adapted to the limiting ring groove 14, is provided on the upper cover assembly 6 corresponding to the limiting ring groove 14. A skirt 15 is provided at the lower end of the anti-detachment ring 13, extending away from the upper cover assembly 6 and closely adhering to the outer surface of the airbag 1. The limiting ring groove 14 and the step 16 cooperate to facilitate the installation and positioning of the anti-detachment ring 13. The skirt 15 prevents the airbag 1 from flipping upwards after inflation. Furthermore, the anti-detachment ring 13 as a whole can further strengthen the sealing connection between the upper end of the airbag 1 and the upper cover assembly 6.

[0044] Example 4: Figure 4 As shown, compared with Embodiment 3, in addition to including all the technical features of Embodiment 3, the piston 2 also includes the following: the piston 2 includes a support plate 17 distributed above and a housing 18 distributed below. The outer periphery of the support plate 17 is connected to the housing 18, and the inner periphery is sealed to the cylinder 3. The housing 18 and the support plate 17 form a secondary air chamber b. The support plate 17 is provided with a damping hole 19, which connects the main air chamber a and the secondary air chamber b.

[0045] The piston 2 is disassembled into a housing 18 and a support plate 17 to facilitate the machining of the auxiliary air chamber c. A damping orifice 19 is used to allow gas flow between the main air chamber a and the auxiliary air chamber b. Gas in the main air chamber a flows into the piston assembly chamber through the damping orifice 19 according to pressure changes. As the gas flows through the damping orifice 19, some damping is consumed. Therefore, the damping orifice 19 helps to reduce the impact and vibration during the expansion and contraction of the airbag 1, thereby improving vehicle ride comfort. Furthermore, the damping effect can be adjusted by changing the size and position of the damping orifice 19 to adapt to different driving conditions.

[0046] In embodiments one through four, by introducing the air nozzle 7 and the air tank 8, particularly the additional air chamber c within the air tank 8, the total gas volume is increased compared to the air spring assemblies disclosed in the prior art. This allows for more effective regulation and control of the air pressure in the suspension system, optimizing the suspension effect in the cockpit and improving vehicle stability and ride comfort during driving. Furthermore, during installation, the air tank 8 does not need to be directly fixed to the airbag 1 or piston assembly; it can be directly fixed to the vehicle body. This does not affect the structural design or processing of the air spring; only pre-drilled holes are needed for gas flow.

[0047] Example 5: Figure 7The cockpit suspension assembly shown includes an airbag 1, a piston assembly, and a top cover assembly 6. The piston assembly includes a piston 2 and a cylinder 3 installed inside the piston 2. The cylinder 3 is linked to a piston rod 4. The upper part of the piston rod 4 is sealed to the top cover assembly 6, and the lower part of the cylinder 3 is fixed with a connecting fork 5. The upper end of the airbag 1 is connected to the top cover assembly 6, and the lower end is connected to the piston 2. The airbag 1 has a main air chamber a inside. The piston 2 includes a support plate 17 distributed above and a shell 18 distributed below. The outer periphery of the support plate 17 is connected to the shell 18, and the inner periphery is sealed to the cylinder 3. The shell 18 and the support plate 17 form a secondary air chamber b. The support plate 17 has a damping hole 19, which connects the main air chamber a and the secondary air chamber b. The piston 2 can be disassembled into the shell 18 and the support plate 17 to facilitate the machining of an additional air chamber c. The damping orifice 19 is used to facilitate gas flow between the main air chamber a and the auxiliary air chamber b. Gas in the main air chamber a flows into the piston assembly chamber through the damping orifice 19 according to pressure changes. During the flow of gas through the damping orifice 19, a portion of the damping is consumed. Therefore, the damping orifice 19 helps to reduce the impact and vibration during the expansion and contraction of the airbag 1, thereby improving vehicle ride comfort. Compared to existing technologies, eliminating the solenoid valve not only reduces costs but also simplifies manufacturing, as there is no need to reserve installation space for the solenoid valve. Furthermore, the damping effect can be adjusted by changing the size and position of the damping orifice 19 to adapt to different driving conditions.

[0048] A lower connecting flange 9 is provided at the end of the piston 2 facing the airbag 1. The lower end of the airbag 1 is fitted onto the outer periphery of the lower connecting flange 9, and a lower clamping ring 10 is provided between the airbag 1 and the lower connecting flange 9 to press the lower end of the airbag 1 tightly against the outer periphery of the lower connecting flange 9. The main function of the lower connecting flange 9 is to provide a mounting surface for sealing connection with the lower end of the airbag 1, ensuring that there is no gas leakage between the airbag 1 and the piston 2. The addition of the lower clamping ring 10 further improves the tightness of the connection between the airbag 1 and the piston 2.

[0049] The upper cover assembly 6 has an upper connecting flange 11 at the end facing the airbag 1. The upper end of the airbag 1 is fitted onto the outer periphery of the upper connecting flange 11, and an upper clamping ring 12 is provided between the airbag 1 and the upper connecting flange 11 to press the upper end of the airbag 1 tightly against the outer periphery of the upper connecting flange 11. The main function of the upper connecting flange 11 is to provide a mounting surface for sealing connection with the upper end of the airbag 1, ensuring that there is no gas leakage between the airbag 1 and the upper cover assembly 6. The addition of the upper clamping ring 12 further improves the tightness of the connection between the airbag 1 and the upper cover assembly 6.

[0050] An anti-detachment ring 13 is provided on the outer periphery of the upper clamping ring 12. A limiting ring groove 14 is provided at the upper end of the anti-detachment ring 13. A step 16, adapted to the limiting ring groove 14, is provided on the upper cover assembly 6 corresponding to the limiting ring groove 14. A skirt 15 is provided at the lower end of the anti-detachment ring 13, extending away from the upper cover assembly 6 and closely adhering to the outer surface of the airbag 1. The limiting ring groove 14 and the step 16 cooperate to facilitate the installation and positioning of the anti-detachment ring 13. The skirt 15 prevents the airbag 1 from flipping upwards after inflation. Furthermore, the anti-detachment ring 13 as a whole can further strengthen the sealing connection between the upper end of the airbag 1 and the upper cover assembly 6.

Claims

1. A cockpit suspension assembly, comprising an air bag, a piston assembly, an upper cover assembly, the piston assembly comprising a piston and a cylinder mounted in the piston, the cylinder being linked with a piston rod, an upper portion of the piston rod being in sealed connection with the upper cover assembly, and a lower portion of the cylinder being fixed with a connecting fork body, an upper end of the air bag being connected with the upper cover assembly, and a lower end of the air bag being connected with the piston, there being a gas chamber structure between the air bag and the piston assembly for accommodating gas, characterized in that: The air chamber structure is communicated with a pneumatic element, the pneumatic element is communicated with a gas storage tank, and the gas storage tank is internally provided with an additional air chamber.

2. The cockpit suspension assembly of claim 1, wherein: The inside of the air bag is provided with a main air chamber, a vice air chamber is arranged between the piston and the oil cylinder, the main air chamber is communicated with the vice air chamber, and the main air chamber and the vice air chamber jointly form an air chamber structure, the piston is provided with a mounting hole, the pneumatic element is sealingly fixed in the mounting hole, one end of the pneumatic element is communicated with the additional air chamber, and the other end of the pneumatic element is communicated with the gas storage tank.

3. The cockpit suspension assembly of claim 1, wherein: The inside of the air bag is provided with a main air chamber, a vice air chamber is arranged between the piston and the oil cylinder, the main air chamber is communicated with the vice air chamber, and the main air chamber and the vice air chamber jointly form an air chamber structure, the upper cover assembly is provided with a mounting hole, the pneumatic element is sealingly fixed in the mounting hole, one end of the pneumatic element is communicated with the main air chamber, and the other end of the pneumatic element is communicated with the gas storage tank.

4. The cockpit suspension assembly of claim 1 or 2 or 3, characterized by: The pneumatic element comprises a gas nozzle.

5. A cockpit suspension assembly, comprising an air bag, a piston assembly, an upper cover assembly, the piston assembly comprising a piston and a cylinder mounted in the piston, the cylinder being linked with a piston rod, an upper portion of the piston rod being in sealing connection with the upper cover assembly, and a lower portion of the cylinder being fixed with a connecting fork body, an upper end of the air bag being connected with the upper cover assembly, and a lower end of the air bag being connected with the piston, an inside of the air bag being provided with a main air chamber, characterized in that: The piston comprises a support plate distributed upwardly and a shell distributed downwardly, the outer periphery of the support plate is connected with the shell, and the inner periphery of the support plate is sealingly connected with the oil cylinder, the shell and the support plate jointly form a vice air chamber, and a damping hole is arranged on the support plate and communicates the main air chamber with the vice air chamber.

6. The cockpit suspension assembly of any of claims 2 or 3, characterized in that: The piston comprises a support plate distributed upwardly and a shell distributed downwardly, the outer periphery of the support plate is connected with the shell, and the inner periphery of the support plate is sealingly connected with the oil cylinder, the shell and the support plate jointly form a vice air chamber, and a damping hole is arranged on the support plate and communicates the main air chamber with the vice air chamber.

7. The cockpit suspension assembly of any of claims 1 or 2 or 3 or 5, characterized in that: The end of the piston towards the air bag is provided with a lower connecting flange, the lower end of the air bag is sleeved on the outer periphery of the lower connecting flange, and a lower buckling ring capable of tightly pressing the lower end of the air bag on the outer periphery of the lower connecting flange is arranged between the air bag and the lower connecting flange.

8. The cockpit suspension assembly of any of claims 1 or 2 or 3 or 5, characterized in that: The end of the upper cover assembly towards the air bag is provided with an upper connecting flange, the upper end of the air bag is sleeved on the outer periphery of the upper connecting flange, and an upper buckling ring capable of tightly pressing the upper end of the air bag on the outer periphery of the upper connecting flange is arranged between the air bag and the upper connecting flange.

9. The cockpit suspension assembly of claim 8, characterized in that: The outer periphery of the upper buckling ring is provided with an anti-disengagement ring, the upper end of the anti-disengagement ring is provided with a limiting ring groove, the upper cover assembly is provided with a step matched with the limiting ring groove in correspondence with the limiting ring groove, the lower end of the anti-disengagement ring is provided with a skirt, and the skirt extends towards the side away from the upper cover assembly and tightly abuts the outer surface of the air bag.

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