Air spring assembly and vehicle

Abstract

The utility model provides an air spring assembly and a vehicle, which belong to the technical field of air springs and comprise an air bag, an end cover, a piston component and a spiral spring. The end cover is hermetically connected to the first end of the airbag and is fixed on a vehicle body; the piston assembly is hermetically connected to the second end of the airbag; the piston assembly is provided with an installation position used for being connected with a suspension. The spiral spring sleeves the periphery of the air bag; the spiral spring comprises a connecting section and a free section which are connected in sequence; wherein the connecting section is fixedly connected with the end cover; the mounting position axially and outwards extends out of the free section, and an axial safety distance exists between the mounting position and the end part of the free section. According to the air spring assembly, the overall occupied space of the air spring assembly can be reduced, the number of parts is reduced, the production cost is reduced, normal operation of the air pressure adjusting function of the air bag is ensured, and the light weight and energy-saving design of the whole vehicle is achieved.

Description

Technical Field

[0001] This utility model belongs to the field of air spring technology, and more specifically, relates to an air spring assembly and a vehicle. Background Technology

[0002] Automotive air springs (also known as air suspension) are a suspension system that uses compressed air as the elastic medium, replacing traditional steel springs. Their core working principle is to adjust the air pressure within the air chambers to adapt to different loads and road conditions, thereby improving vehicle comfort and stability.

[0003] To limit the expansion volume of the airbag under high pressure while meeting the design stiffness requirements, a protective sleeve needs to be installed on the outside of the airbag and a support ring needs to be installed inside. Since airbags are generally made of nylon-reinforced composite rubber material, it is difficult to accurately insert the support ring into the designated position inside the airbag in a free state; in addition, the large volume of the protective sleeve itself results in a large overall space occupied by the air spring. Utility Model Content

[0004] The purpose of this utility model is to provide an air spring assembly and vehicle, which aims to solve the technical problems of difficult assembly and large layout space in the prior art.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is: to provide an air spring assembly, comprising:

[0006] airbags;

[0007] An end cap, sealed to the first end of the airbag, is used to fix it to the vehicle body;

[0008] A piston assembly is sealingly connected to the second end of the airbag; the piston assembly has a mounting position for connection with the suspension; and

[0009] A helical spring is sleeved around the airbag; the helical spring includes a connecting section and a free section connected in sequence;

[0010] The connecting section is fixedly connected to the end cap; the mounting position extends axially outward from the free section, and there is an axial safety distance between the mounting position and the end of the free section.

[0011] The beneficial effects of the air spring assembly provided by this utility model are as follows: Compared with the prior art, in the air spring assembly of this utility model, the helical spring is wrapped around the periphery of the airbag. When the airbag is inflated, it radially abuts against the helical spring. The compact structure of the helical spring is used to achieve radial constraint on the airbag, reducing the overall space occupied and making the air spring assembly suitable for narrow installation spaces.

[0012] In addition, the connecting section of the helical spring is connected to the end cap, and the free section has an axial safety distance from the piston assembly, so that the helical spring can achieve axial separation while being radially constrained, without interfering with the axial compression / extension movement of the piston assembly, thus ensuring the normal operation of the airbag pressure regulation function.

[0013] Furthermore, this utility model uses a helical spring instead of the protective sleeve and support ring of the traditional structure, which reduces the number of parts and eliminates the need for positioning inside the airbag, thus simplifying the assembly process.

[0014] In one possible implementation, the end cap has a mounting groove, and the connecting segment is embedded in the mounting groove and is interference-fitted with the mounting groove.

[0015] The mounting slot design simplifies the assembly process, providing a clear guide for the insertion of the helical spring's connecting section. The mounting slot is located on the exposed portion of the end cap, reducing axial space requirements. The connecting section and the mounting slot are interference-fitted, eliminating the need for bolts, clamps, and other additional fasteners, further simplifying the assembly process. The interference fit between the mounting slot and the connecting section generates radial compressive stress, eliminating gaps between the helical spring and the end cap, and preventing fretting wear or loosening caused by vibration.

[0016] In some embodiments, the connecting segment has at least two layers of spiral coils, arranged in parallel.

[0017] At least two layers of parallel coil structure are set in the connecting section of the helical spring, that is, multiple layers of helical coils are in close contact and embedded in the mounting groove, thereby forming a multi-turn interference contact, which multiplies the contact area and significantly improves the shear and torsional resistance. The connecting section and the free section form a stiffness gradient, so that the concentrated load of the end cap is gradually transferred to the free section of the helical spring, avoiding stress concentration caused by abrupt stiffness changes.

[0018] In some embodiments, the end face of the connecting segment is flat and closely abuts against the bottom wall of the mounting groove.

[0019] The planar contact ensures that the axial force of the connecting section is evenly transmitted to the end cap through the entire contact surface, avoiding localized stress concentration caused by point or line contact, thereby extending the fatigue life of the end cap and the helical spring. In addition, the planar contact ensures that the end faces of the multi-layer coils synchronously contact the bottom wall of the groove, avoiding localized suspension caused by the height difference between layers, and allowing each layer of coils to evenly distribute the load.

[0020] In one possible implementation, the end of the free segment is located on the axial periphery of the second end of the airbag.

[0021] The free section completely encloses the airbag, forming a continuous closed-loop constraint. The gaps between the spring coils accommodate the airbag's expansion, eliminating the need for additional casing space and removing the risk of localized airbag expansion caused by segmented designs in traditional casings. Furthermore, the elastic deformation of the free section is synchronized with the radial expansion of the airbag. During low-pressure phases, the airbag expansion pushes open the spiral coils of the free section; the low stiffness of the spiral springs prioritizes the airbag's flexibility. During high-pressure phases, the gaps between the spiral coils close, and the stiffness of the spiral springs increases sharply, synergistically limiting airbag expansion. Under extreme loads, the spiral coils of the free section can also coil together, forming a metallic ring-shaped protective layer to prevent airbag rupture.

[0022] In one possible implementation, the first end of the airbag retracts radially to form a constricted portion, and the end cap portion is embedded in the constricted portion; a limiting ring is fitted onto the constricted portion.

[0023] The shrinkage structure of the constricted section provides a clear installation reference for the limiting ring, enabling rapid alignment. Preferably, the limiting ring can be a segmented retaining ring or a shape memory alloy ring, which is fitted into the constricted section after cold shrinkage and automatically tightens after heating.

[0024] The retraction structure at the constriction section causes the airbag rubber to deform radially under the pressure of the limiting ring, filling the microscopic gaps between the end cap and the airbag and enhancing airtightness. The retraction structure can also absorb high-frequency micro-vibrations, reducing the impact energy transmitted to the sealing surface.

[0025] The limiting ring acts as a radial clamping device to the constricted opening and end cap, tightly pressing the airbag rubber material onto the outer surface of the end cap to form a physical sealing barrier. The limiting ring also locks the relative position of the constricted opening and end cap, preventing axial slippage of the airbag due to vehicle vibration.

[0026] In one possible implementation, a first clamping ring is further provided between the limiting ring and the constricted portion.

[0027] A first clamping ring is added between the limiting ring and the constricted section, further optimizing the sealing performance and mechanical transmission efficiency between the airbag and the end cap. As an intermediate transition layer, the first clamping ring decomposes the locking force of the limiting ring into multiple pressure levels. Even if the limiting ring loosens slightly due to vibration, the first clamping ring can still maintain the basic sealing pressure.

[0028] In one possible implementation, the second end of the airbag is provided with a second clamping ring for pressing it against the piston assembly.

[0029] The second clamping ring provides a constant radial clamping force, ensuring no relative slippage between the piston assembly and the airbag and eliminating fretting wear. The second clamping ring, together with the limiting ring at the first end and the first clamping ring, forms a symmetrical sealing system. The first and second clamping rings provide symmetrical damping, canceling out suspension vibration energy in the middle of the airbag.

[0030] In one possible implementation, the piston assembly includes:

[0031] A piston body, one end sealed to the second end of the air bladder, and the other end extending out of the air bladder; the mounting position is located at the extended portion of the piston body; the extended portion of the piston body is also provided with an air connector; and

[0032] A bearing is connected to the extended end of the piston body.

[0033] During normal vehicle operation, the piston body converts the vertical movement of the suspension into changes in airbag volume, the bearing counteracts lateral forces, and the air connector maintains a constant air pressure. The ECU rapidly inflates the air via the air connector, and the piston body pushes the suspension to lift the vehicle body, while the bearing ensures smooth, unhindered movement. Under heavy-load impacts, the piston body and bearing share the load, and the air connector triggers high-pressure protection.

[0034] This utility model also provides a vehicle including the above-described air spring assembly.

[0035] The vehicle provided by this utility model, by adopting the above-mentioned air spring assembly, can reduce the overall space occupied by the air spring assembly, reduce production costs, and ensure the normal operation of the airbag pressure regulation function, thereby achieving lightweight and energy-saving design of the whole vehicle. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0037] Figure 1 A schematic diagram of the air spring assembly provided in this embodiment of the utility model;

[0038] Figure 2 A cross-sectional structural schematic diagram of the air spring assembly provided in an embodiment of this utility model;

[0039] Figure 3 for Figure 2 Enlarged structural diagram of point A in the middle circle;

[0040] Figure 4 A schematic diagram of the helical spring in the air spring assembly provided in this embodiment of the utility model.

[0041] In the picture:

[0042] 1. Airbag; 11. Narrowed opening; 12. First clamping ring; 13. Second clamping ring;

[0043] 2. End cap; 21. Mounting slot;

[0044] 3. Piston assembly; 31. Piston body; 32. Bearing; 311. Mounting position; 33. Air connector;

[0045] 4. Helical spring; 41. Connecting section; 42. Free section;

[0046] 5. Limiting ring. Detailed Implementation

[0047] To make the technical problems, technical solutions, and beneficial effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0048] It should be noted that when an element is referred to as being "set on" another element, it can be directly on or indirectly on that other element. It should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0049] 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 technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a number" means two or more, unless otherwise explicitly specified.

[0050] An air spring assembly is a suspension system that uses compressed air as the elastic medium, replacing traditional steel springs. Its core working principle is to adjust the air pressure within the airbag to adapt to different loads and road conditions, thereby improving vehicle comfort and stability.

[0051] In the prior art, an air spring assembly generally includes an air bladder, a piston assembly, an end cap, a protective sleeve, and a support ring. The piston assembly is sealed to one end of the air bladder, and the end cap is sealed to the other end of the air bladder; therefore, the piston assembly, end cap, and air bladder together form an air chamber.

[0052] The piston assembly is connected to the moving structure of the suspension (such as control arms or wheel hub brackets) and is used to transmit dynamic loads. The end caps are fixed to the rigid structure of the vehicle body (such as the subframe or axle), forming a stable support reference point. The airbag stores compressed air and absorbs road impacts through deformation, providing elastic support.

[0053] Specifically, in the initial state, the airbag is inflated with a preset pressure, the piston assembly and end cap are fixed, and the airbag is at its equilibrium height. When the wheels encounter bumps or the load increases, the suspension pushes the piston assembly upward, causing the airbag to expand radially and compress internally to reduce the volume of the air chamber. The reduced volume leads to an increase in air pressure, increasing the stiffness of the air spring assembly to resist further compression and prevent the vehicle from bottoming out. When the road surface is flat or the load decreases, the high-pressure gas inside the airbag pushes the piston assembly back to its original position, increasing the air chamber volume, reducing air pressure, decreasing the stiffness of the air spring assembly, restoring comfort, and maintaining vehicle height stability. The flexible connection of the piston assembly and the rigid fixation of the end cap together ensure that the airbag operates reliably under complex conditions, balancing load-bearing capacity, comfort, and durability.

[0054] The protective sleeve is fitted around the airbag, and the support ring is positioned laterally inside the airbag. The protective sleeve and the support ring work together to radially support the airbag, limiting its expansion diameter under high-pressure conditions. Because the airbag is made of nylon-reinforced composite rubber, it is not a rigid body. In its initial state, accurately placing the support ring into the designated position within the airbag and ensuring its end face is perpendicular to the airbag axis presents significant technological challenges. Specialized or auxiliary tools, such as fixtures and jigs, are required for precise positioning. This results in numerous assembly steps for the air spring assembly, longer assembly times, and higher production costs.

[0055] In addition, since the airbag needs to be compressed to expand radially, there must be a gap between the airbag and the protective tube in the initial state to provide space for the airbag to expand. This makes the protective tube large, resulting in the air spring occupying a large space overall.

[0056] To resolve the above issues, please refer to the following: Figures 1 to 4 The air spring assembly provided by this utility model will now be described. The air spring assembly includes an airbag 1, an end cap 2, a piston assembly 3, and a coil spring 4. The end cap 2 is sealed to the first end of the airbag 1 for fixing to the vehicle body; the piston assembly 3 is sealed to the second end of the airbag 1; the piston assembly 3 has a mounting position 311 for connecting to the suspension; the coil spring 4 is sleeved around the airbag 1; the coil spring 4 includes a connecting section 41 and a free section 42 connected in sequence; wherein, the connecting section 41 is fixedly connected to the end cap 2; the mounting position 311 extends axially outward from the free section 42, and there is an axial safety distance between the ends of the mounting position 311 and the free section 42.

[0057] Piston assembly 3, end cap 2, and airbag 1 form an air chamber. Airbag 1, end cap 2, and piston assembly 3 can adopt common structures of existing air spring assemblies. The connection position, specific fixing position, working process, and specific effects of airbag 1, end cap 2, and piston assembly 3 are the same as those of airbag 1, piston assembly 3, and end cap 2 in existing air spring assemblies.

[0058] Specifically, airbag 1 is made of nylon-reinforced composite rubber material and filled with compressed air, utilizing the compressibility of the gas as an elastic medium. Piston assembly 3 is sealed to the second end of airbag 1 and connected to suspension moving parts (such as control arms and wheel hub frames). Piston assembly 3 is used to transmit dynamic loads and pushes the piston axially as the wheel moves, changing the volume of airbag 1. End cap 2 is fixed to the rigid structure of the vehicle body (such as subframe and axle) by bolts or welding, sealing the first end of airbag 1 and forming a stable support reference point.

[0059] Initially, airbag 1 is inflated with a preset air pressure, piston assembly 3 and end cap 2 are fixed, and airbag 1 is at its equilibrium height; when the wheel encounters a bump or the load increases, the suspension pushes piston assembly 3 upward (see reference). Figure 1 The direction of the airbag (limited by the airbag's direction) causes the airbag 1 to expand radially and compress internally, reducing the volume of the air chamber. This reduction in volume leads to an increase in air pressure, increasing the stiffness of the air spring assembly to resist further compression and prevent the vehicle from bottoming out. When the road surface is flat or the load is reduced, the high-pressure gas inside the airbag 1 pushes the piston assembly 3 back to its original position, increasing the air chamber volume, reducing the air pressure, decreasing the stiffness of the air spring assembly, restoring comfort, and maintaining vehicle height stability. The flexible connection of the piston assembly 3 and the rigid fixation of the end cap 2 together ensure that the airbag 1 operates reliably under complex conditions, balancing load-bearing capacity, comfort, and durability.

[0060] The helical spring 4 is sleeved around the airbag 1 and is divided into a connecting section 41 and a free section 42. The fixed section is used to fix the end cap 2, and the free section 42 mainly plays the role of radial support, limiting the radial expansion state of the airbag 1 under high pressure and assisting in constraining the deformation of the airbag 1.

[0061] Specifically, in the initial state, the airbag 1 is located in the cylindrical space enclosed by the helical spring 4; when the airbag 1 expands and deforms radially, the airbag 1 and the free section 42 of the helical spring 4 come into radial contact, and the free section 42 tightly surrounds the airbag 1 to provide support for the airbag 1.

[0062] Because there is an axial safety distance between the end of the free section 42 and the mounting position 311 of the piston assembly 3, the free section 42 avoids the piston assembly 3 to ensure that the coil spring 4 is not compressed or stretched when the suspension moves, and only plays a radial restraint role, protecting the coil spring 4 from lateral forces or impacts.

[0063] Compared with the prior art, the air spring assembly provided by this utility model has a helical spring 4 surrounding the airbag 1. When the airbag 1 is inflated, it radially abuts against the helical spring 4. The compact structure of the helical spring 4 is used to achieve radial constraint on the airbag 1, replacing the function of the traditional protective sleeve, reducing the overall space occupied, and making the air spring assembly suitable for narrow installation spaces, thus solving the problem of insufficient installation space.

[0064] In addition, the connecting section 41 of the coil spring 4 is connected to the end cap 2, and the free section 42 has an axial safety distance from the piston assembly 3, so that the coil spring 4 can achieve axial separation while being radially constrained, and will not interfere with the axial compression / extension movement of the piston assembly 3, so as to ensure the normal operation of the air pressure regulation function of the airbag 1; at the same time, the coil spring 4 can also share part of the vertical load to prevent the airbag 1 from overload failure.

[0065] Furthermore, in this embodiment, a helical spring 4 is used instead of the protective sleeve and support ring of the traditional structure, which reduces the number of parts and eliminates the need to position and install the support ring inside the airbag 1, thus simplifying the assembly process.

[0066] Because the helical spring 4 is elastic and has a bolt-like wound structure, directly connecting the connecting section 41 to the end cap 2 would be inconvenient and unstable, especially prone to loosening under vibration and dynamic loads. To solve these problems, in some embodiments, the end cap 2 can be designed as follows: Figure 3 The structure shown is described in the following document. Figure 3 The end cap 2 has a mounting groove 21, and the connecting section 41 is embedded in the mounting groove 21 and is interference-fitted with the mounting groove 21.

[0067] Specifically, the end cap 2 is partially embedded in the first end of the airbag 1 and partially located outside the airbag 1. The portion located outside the airbag 1 is provided with the aforementioned mounting groove 21. The connecting section 41 is embedded in the mounting groove 21 and is interference-fitted with the mounting groove 21.

[0068] The design of the mounting slot 21 simplifies the assembly process, providing a clear embedding guide for the connecting section 41 of the coil spring 4, allowing for quick alignment without angle adjustment and avoiding the complex alignment operations required by traditional connections or welding. The mounting slot 21 is located on the exposed portion of the end cap 2, reducing axial space occupation and better adapting to compact suspension layouts, aligning with the trend towards lightweight design.

[0069] The connecting section 41 and the mounting groove 21 are press-fitted together, eliminating the need for additional fasteners such as bolts and clamps, simplifying the assembly process, saving time and reducing the number of parts. In addition, the interference fit between the mounting groove 21 and the connecting section 41 generates radial compressive stress, eliminating the gap between the helical spring 4 and the end cap 2, and preventing fretting wear or loosening caused by vibration.

[0070] Preferably, the groove depth of the mounting groove 21 can cover at least two layers of coil of the helical spring 4 to increase the contact area and improve the torsional resistance.

[0071] In some embodiments, the connection segment 41 described above may be as follows: Figure 2 , Figure 3 and Figure 4 The structure shown is described in the following document. Figure 2 , Figure 3 and Figure 4 The connecting section 41 has at least two layers of spiral coils, which are arranged in parallel.

[0072] At least two layers of parallel coil structure are provided in the connecting section 41 of the helical spring 4, that is, multiple layers of helical coils are in close contact and embedded in the mounting groove 21, thereby forming a multi-turn interference contact, which multiplies the contact area and significantly improves the shear and torsional resistance.

[0073] The coils of connecting section 41 are in close contact, resulting in a sharp increase in stiffness. This acts as a rigid anchoring zone, ensuring a strong connection with end cap 2. It should be noted that the helical coils of free section 42 are not parallel coils, retaining elasticity and only serving a radial constraint function. The connection section 41 (parallel coil area) and free section 42 (non-parallel coil area) form a stiffness gradient, allowing the concentrated load of end cap 2 to be gradually transferred to the free section 42 of the helical spring 4, avoiding stress concentration caused by abrupt changes in stiffness.

[0074] In some embodiments, the connection segment 41 described above may be as follows: Figure 3 and Figure 4 The structure shown is described in the following document. Figure 3 and Figure 4 The end face of the connecting section 41 is flat and closely abuts against the bottom wall of the mounting groove 21. Specifically, the bottom wall of the mounting groove 21 is also flat, and the two end faces abut against each other after the helical spring 4 and the end cover 2 are assembled.

[0075] The coil of the helical spring 4 is generally cylindrical (i.e., the cross-section of the coil is circular). Before assembling the helical spring 4, the end face of the connecting section 41 is cut into a flat surface using a tool, and then the assembly with the end cap 2 and the airbag 1 is completed.

[0076] The planar contact allows the axial force of the connecting section 41 to be uniformly transmitted to the end cover 2 through the entire contact surface, avoiding local stress concentration caused by point contact or line contact, thereby extending the fatigue life of the end cover 2 and the helical spring 4.

[0077] In addition, the planar contact ensures that the end faces of the multi-layer parallel coils synchronously contact the bottom wall of the slot, avoiding local suspension caused by the height difference between layers, and making each layer of parallel coils evenly share the load.

[0078] In some embodiments, the aforementioned helical spring 4 and airbag 1 can be connected by, for example, Figure 1 and Figure 2The structure shown is described in the following document. Figure 1 and Figure 2 The end of the free section 42 is located on the axial periphery of the second end of the airbag 1. That is, in the vertical direction, the end of the free section 42 extends outward relative to the second end of the airbag 1, and the airbag 1 as a whole is located in the cylindrical cavity surrounded by the helical spring 4.

[0079] It should be noted that although the free section 42 extends out of the airbag 1, the free section 42 is not connected to the piston assembly 3, and the two still have the aforementioned axial safety distance.

[0080] The free section 42 completely encloses the airbag 1, forming a continuous closed-loop constraint. The gap between the spring coils accommodates the expansion of the airbag 1, eliminating the need for additional casing space and removing the risk of local expansion of the airbag 1 caused by the segmented design of traditional casings. Therefore, the airbag 1 does not experience local over-expansion under any working pressure.

[0081] Preferably, the elastic deformation of the free segment 42 is synchronized with the radial expansion of the airbag 1. During the low-pressure phase, the expansion of the airbag 1 pushes open the helical coil of the free segment 42, and the low stiffness of the helical spring 4 allows the airbag 1 to utilize its softness preferentially. During the high-pressure phase, the gap between the helical coils closes, and the stiffness of the helical spring 4 increases sharply, synergistically restricting the expansion of the airbag 1. Under extreme loads, the helical coils of the free segment 42 can also coil together to form a metal ring-shaped protective layer, preventing the airbag 1 from rupturing.

[0082] In some embodiments, the airbag 1 and the end cap 2 can be connected by, for example, Figure 2 and Figure 3 The structure shown is described in the following document. Figure 2 and Figure 3 The first end of the airbag 1 is radially retracted to form a constricted portion 11, and the end cap 2 is partially embedded in the constricted portion 11; a limiting ring 5 is fitted on the constricted portion 11.

[0083] The inner diameter of the constricted portion 11 is smaller than the inner diameter of the main body of the airbag 1. The constricted portion 11 is mainly used for sealing connection with the end cap 2. The end cap 2 is partially embedded in the constricted portion 11 and partially located outside the airbag 1. The portion located outside the airbag 1 is provided with the aforementioned mounting groove 21.

[0084] The retraction structure of the constricted portion 11 provides a clear installation reference for the limiting ring 5, enabling rapid alignment. Preferably, the limiting ring 5 can be a segmented retaining ring or a shape memory alloy ring, which is fitted into the constricted portion 11 after cold shrinkage and automatically tightens after heating.

[0085] The retraction structure of the constriction section 11 causes the rubber of the airbag 1 to undergo radial deformation under the pressure of the limiting ring 5, filling the microscopic gap between the end cap 2 and the airbag 1 and enhancing airtightness. The retraction structure can also absorb high-frequency micro-vibrations, reducing the impact energy transmitted to the sealing surface.

[0086] The limiting ring 5 acts to radially press the constricted opening 11 and the end cap 2. The limiting ring 5 can lock the constricted opening 11 through interference fit or clamp, and tightly press the rubber material of the airbag 1 onto the outer surface of the end cap 2 to form a physical sealing barrier.

[0087] In addition, the limiting ring 5 is located inside the mounting groove 21, and one end face abuts against the bottom wall of the mounting groove 21. Therefore, the limiting ring 5 also has the function of locking the relative position of the constricted part 11 and the end cover 2, preventing the airbag 1 from axially sliding due to vehicle vibration.

[0088] In some embodiments, the aforementioned constricted portion 11 and the limiting ring 5 may also employ a method such as Figure 3 The structure shown is described in the following document. Figure 3 A first clamping ring 12 is also provided between the limiting ring 5 and the constricted part 11.

[0089] A first clamping ring 12 is added between the limiting ring 5 and the constricted portion 11, further optimizing the sealing performance and mechanical transmission efficiency between the airbag 1 and the end cap 2. Specifically, the first clamping ring 12 serves as an intermediate transition layer, decomposing the locking force of the limiting ring 5 into multiple pressure levels. The first level involves the first clamping ring 12 applying a uniform pre-tightening force to the constricted portion 11, ensuring the rubber material fully fills the microscopic unevenness on the surface of the end cap 2. The second level involves the limiting ring 5 applying secondary pressure to the first clamping ring 12, completely eliminating interface gaps. Even if the limiting ring 5 loosens slightly due to vibration, the first clamping ring 12 can still maintain the basic sealing pressure.

[0090] Preferably, the first clamping ring 12 can be made of Invar alloy (nickel-iron alloy) or titanium alloy, and its coefficient of thermal expansion matches that of the constriction portion 11. The first clamping ring 12 shrinks at low temperatures to compensate for the decrease in sealing force caused by rubber hardening. The elastic deformation of the first clamping ring 12 can absorb instantaneous impact energy and prevent rubber tearing caused by hard contact between the limiting ring 5 and the constriction portion 11.

[0091] In some embodiments, the airbag 1 and the piston assembly 3 may be connected by, for example, Figure 2 The structure shown is described in the following document. Figure 2 The second end of the airbag 1 is provided with a second clamping ring 13 for pressing it against the piston assembly 3.

[0092] The second end of the airbag 1 has an annular flange, and an annular compression space is formed between the annular flange and the second end. The second clamping ring 13 is located in the compression space, and the end of the piston assembly 3 is in radial close contact with the annular flange.

[0093] The second clamping ring 13 provides a constant radial clamping force, ensuring no relative slippage between the piston assembly 3 and the airbag 1, and eliminating fretting wear. The second clamping ring 13 may be made of Invar alloy (nickel-iron alloy) or titanium alloy, and has elastic deformation, allowing the second end of the airbag 1 to deform moderately when the piston assembly 3 moves axially, avoiding local stress concentration.

[0094] A second clamping ring 13 is added to the second end of the airbag 1 to clamp and fix the piston assembly 3, forming a symmetrical sealing system with the limiting ring 5 and the first clamping ring 12 at the first end. Specifically, the limiting ring 5 and the first clamping ring 12 resist the inward burst pressure when the airbag 1 is inflated (preventing the airbag 1 from falling out of the end cover 2); the second clamping ring 13 resists the outward peeling force when the piston assembly 3 moves (preventing the airbag 1 from detaching from the piston assembly 3). The first clamping ring 12 and the second clamping ring 13 form symmetrical damping, canceling the suspension vibration energy in the middle of the airbag 1 to reduce the vibration energy transmitted to the vehicle body.

[0095] In some embodiments, the piston assembly 3 described above may employ, as follows: Figure 1 and Figure 2 The structure shown is described in the following document. Figure 1 and Figure 2 The piston assembly 3 includes a piston body 31 and a bearing 32. One end of the piston body 31 is sealed to the second end of the airbag 1, and the other end extends out of the airbag 1; the mounting position 311 is provided at the extended part of the piston body 31; the extended part of the piston body 31 is also provided with an air connector 33; the bearing 32 is connected to the extended end of the piston body 31.

[0096] One end of the piston body 31 is fixed to the second end of the airbag 1 via a second clamping ring 13, transmitting the internal air pressure of the airbag 1 to the suspension. The extended end of the piston body 31 is connected to the suspension arm or wheel hub via a mounting position 311, transmitting the road impact load in the reverse direction to the airbag 1. The air connector 33 is integrated into the extended part of the piston body 31, realizing the inflation and deflation function of the airbag 1. The cylindrical or conical structure of the piston body 31 guides the axial extension and contraction of the airbag 1 and restricts radial expansion.

[0097] Specifically, when the wheel bounces, the suspension pushes the piston body 31 into the airbag 1, compressing the air chamber volume and increasing the air pressure (increasing stiffness). When the wheel falls, the high-pressure gas in the airbag 1 pushes the piston body 31 back to its original position, increasing the air chamber volume and decreasing the air pressure (decreasing stiffness).

[0098] The bearing 32 is disposed on the extended end face of the piston body 31, allowing the piston body 31 to rotate relative to the suspension (such as the torsion when the wheel is turning) to accommodate the lateral swaying when the suspension bounces and avoid shearing force between the piston and the airbag 1. In addition, the bearing 32 can also absorb the energy of high-frequency vibration of the suspension, reducing the impact transmitted to the airbag 1.

[0099] Air connector 33 connects to an external air pump to inject compressed air into airbag 1. Air connector 33 controls the exhaust via a solenoid valve, adjusting the vehicle's height or rigidity. Specifically, when the load increases, the ECU controls the air pump to inflate through air connector 33, increasing the air pressure and raising the vehicle; when the load decreases, the solenoid valve opens to exhaust, decreasing the air pressure and lowering the vehicle.

[0100] During normal vehicle operation, the piston body 31 converts the vertical movement of the suspension into a change in the volume of the airbag 1, the bearing 32 counteracts lateral forces, and the air connector 33 maintains a constant air pressure. The ECU rapidly inflates the airbag through the air connector 33, and the piston body 31 pushes the suspension to lift the vehicle body, while the bearing 32 ensures smooth, unhindered movement. During heavy-load impacts, the piston body 31 and the bearing 32 share the load, and the air connector 33 triggers high-pressure protection.

[0101] Based on the same inventive concept, embodiments of this application also provide an apparatus including the above-described air spring assembly.

[0102] The vehicle provided by this utility model, by adopting the above-mentioned air spring assembly, can reduce the overall space occupied by the air spring assembly, reduce production costs, and ensure the normal operation of the air pressure regulation function of the airbag 1, thereby achieving lightweight and energy-saving design of the whole vehicle.

[0103] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. An air spring assembly, characterized by, include: Airbag (1); End cap (2), sealed and connected to the first end of the airbag (1), for fixing to the vehicle body; A piston assembly (3) is sealed to the second end of the airbag (1); the piston assembly (3) has a mounting position (311) for connection with the suspension; and A helical spring (4) is sleeved around the airbag (1); the helical spring (4) includes a connecting section (41) and a free section (42) connected in sequence. The connecting segment (41) is fixedly connected to the end cap (2); the mounting position (311) extends axially outward from the free segment (42), and there is an axial safety distance between the mounting position (311) and the end of the free segment (42).

2. The air spring assembly of claim 1, wherein, The end cap (2) has a mounting groove (21), and the connecting section (41) is embedded in the mounting groove (21) and is interference-fitted with the mounting groove (21).

3. The air spring assembly of claim 2, wherein, The connecting section (41) has at least two layers of spiral coils, which are arranged in parallel.

4. The air spring assembly of claim 3, wherein, The end face of the connecting section (41) is flat and closely abuts against the bottom wall of the mounting groove (21).

5. The air spring assembly of claim 1, wherein, The end of the free segment (42) is located on the axial periphery of the second end of the airbag (1).

6. The air spring assembly of claim 1, wherein, The first end of the airbag (1) is radially retracted to form a constricted portion (11), and the end cap (2) is partially embedded in the constricted portion (11); the constricted portion (11) is fitted with a limiting ring (5).

7. The air spring assembly of claim 6, wherein, A first clamping ring (12) is also provided between the limiting ring (5) and the constricted portion (11).

8. The air spring assembly of claim 1, wherein, The second end of the airbag (1) is provided with a second clamping ring (13) for pressing it against the piston assembly (3).

9. The air spring assembly of claim 1, wherein, The piston assembly (3) includes: A piston body (31) has one end sealed to the second end of the airbag (1), and the other end extends out of the airbag (1); the mounting position (311) is located at the extended portion of the piston body (31); the extended portion of the piston body (31) is also provided with an air connector (33); and The bearing (32) is connected to the extended end of the piston body (31).

10. A vehicle characterized by comprising: Includes the air spring assembly as described in any one of claims 1-9.

Images