Air spring, vehicle suspension system and vehicle
By incorporating energy-absorbing components in the air springs to absorb lateral energy, the problem of insufficient lateral stiffness is solved, thereby improving vehicle stability, passenger comfort, and vehicle handling performance.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- BYD CO LTD
- Filing Date
- 2025-05-29
- Publication Date
- 2026-05-05
AI Technical Summary
The existing air springs have insufficient lateral stiffness, which causes instability when the vehicle moves laterally, affecting passenger comfort and vehicle handling performance.
An energy-absorbing component is installed between the first and second end caps of the air spring. The energy-absorbing component is used to absorb the energy of lateral relative deformation, thereby reducing the amplitude of lateral vibration and improving lateral stiffness through the energy absorption mechanism.
It significantly reduces lateral vibration, increases the lateral stiffness of the air spring, enhances the overall stability of the vehicle and passenger comfort, and improves the vehicle's handling performance.
Smart Images
Figure CN224201022U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, and more particularly to an air spring, a vehicle suspension system, and a vehicle. Background Technology
[0002] An air spring is a device that uses the compressibility of air to provide elastic support and shock absorption.
[0003] In related technologies, air springs are used in vehicles. They are typically installed between the axle and the frame to bear vertical loads. Air springs provide the necessary support and elasticity by adjusting air pressure to improve ride comfort and stability. An air spring consists of an upper cover, a lower cover, and a rubber air bladder.
[0004] However, existing air springs suffer from insufficient lateral stiffness. Utility Model Content
[0005] This application provides an air spring, a vehicle suspension system, and a vehicle, which improves the lateral stiffness of the air spring, enhances the overall stability of the vehicle, and improves the vehicle's handling performance and passenger comfort.
[0006] In the first aspect, the air spring provided in this application includes: an elastic element, a first end cap, a second end cap, and an energy-absorbing element.
[0007] The direction of elastic deformation of the elastic element is the first direction.
[0008] The first end cap and the second end cap are respectively disposed on both sides of the elastic member along the first direction.
[0009] An energy-absorbing element is disposed between the first end cap and the second end cap to absorb the relative deformation energy of the first end cap and the second end cap along the second direction.
[0010] The first direction and the second direction are perpendicular to each other.
[0011] In one possible implementation, the air spring provided in this application has a first end cap having a first sidewall, a second end cap having a second sidewall, the first sidewall and the second sidewall at least partially overlapping along a second direction, and an energy-absorbing element disposed between the overlapping first sidewall and the second sidewall.
[0012] In one possible implementation, the air spring provided in this application has a first stop member provided at the end of the first sidewall near the second end cover.
[0013] A second stop is provided at the end of the second sidewall near the first end cap.
[0014] The first stop and the second stop are respectively placed on both sides of the energy-absorbing member along the first direction.
[0015] In one possible implementation, the air spring provided in this application has a first sidewall surrounding the side of the second sidewall opposite to the elastic element.
[0016] The first stop is located on the side of the first sidewall closest to the second sidewall, and the second stop is located on the side of the second sidewall closest to the first sidewall.
[0017] In one possible implementation, the air spring provided in this application has a first gap between the first stop and the second sidewall along the second direction; and a second gap between the second stop and the first sidewall along the second direction.
[0018] In one possible implementation, the air spring provided in this application has a second gap smaller than the first gap.
[0019] In one possible implementation, the air spring provided in this application has a first end cap and a second end cap arranged coaxially along a first direction.
[0020] In one possible implementation, the air spring provided in this application further includes a flange, which is disposed on the second side wall, and a second stop is provided on the side of the flange near the first end cover along the first direction.
[0021] In one possible implementation, the air spring provided in this application further includes a first fastener for connecting the flange and the second stop.
[0022] In one possible implementation, the air spring provided in this application has a plurality of fastening holes on the flange, which are spaced apart along the circumference of the flange.
[0023] In one possible implementation, the air spring provided in this application has a first end cap including a first cover body disposed on a first side of the elastic member along a first direction, and a first sidewall connected to the first cover body on the side near the second end cap.
[0024] The first cover and the elastic element are connected by a second fastener.
[0025] In one possible implementation, the air spring provided in this application includes a second cover body on the second end cap, the second cover body being disposed on the second side of the elastic member along the first direction, and the second sidewall being connected to the side of the second cover body near the first end cap.
[0026] The second cover and the elastic element are connected by a third fastener.
[0027] In one possible implementation, the air spring provided in this application includes a first energy-absorbing portion disposed between overlapping first and second sidewalls along a second direction.
[0028] In one possible implementation, the air spring provided in this application has a first energy-absorbing part with multiple openings, which are spaced apart along the circumference of the second end cap.
[0029] In one possible implementation, the air spring provided in this application further includes a plurality of second energy-absorbing parts, which are disposed one-to-one with a plurality of openings.
[0030] In one possible implementation, the air spring provided in this application has a first energy-absorbing part made of rubber or polyurethane.
[0031] In one possible implementation, the air spring provided in this application has a second energy-absorbing part made of polyurethane, polyethylene, aluminum, or steel.
[0032] Secondly, this application also provides a vehicle suspension system, including: a frame, an axle, and the air spring provided in the first aspect; the air spring is connected between the frame and the axle. The elastic deformation direction of the elastic element of the air spring is parallel to the direction from the frame to the axle. Thirdly, this application also provides a vehicle, including the vehicle suspension system provided in the second aspect.
[0033] The air spring, vehicle suspension system, and vehicle provided in this application embodiment include: an elastic element, a first end cap, a second end cap, and an energy-absorbing element. The elastic deformation direction of the elastic element is a first direction. The first end cap and the second end cap are respectively disposed on both sides of the elastic element along the first direction. The energy-absorbing element is disposed between the first end cap and the second end cap for absorbing the relative deformation energy of the first end cap and the second end cap along a second direction. The first direction and the second direction are perpendicular to each other.
[0034] By placing an energy-absorbing component between the first and second end caps of the air spring, the component can absorb some energy during lateral vibration transmission. This energy absorption mechanism can significantly reduce the amplitude of lateral vibration, thereby increasing the lateral stiffness of the air spring. Increased lateral stiffness of the air spring can effectively reduce vehicle roll during cornering, thus improving overall vehicle stability, handling performance, and passenger comfort. Attached Figure Description
[0035] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.
[0036] Figure 1 A schematic diagram of the structure of the air spring provided in the embodiments of this application;
[0037] Figure 2 This is a schematic diagram of the structure of the first end cap of the air spring provided in an embodiment of this application;
[0038] Figure 3 This is a schematic diagram of the structure of the second end cap of the air spring provided in an embodiment of this application;
[0039] Figure 4 This is a schematic diagram of the structure of the energy-absorbing component of the air spring provided in the embodiments of this application;
[0040] Figure 5 This is a schematic diagram of the structure of the second stop of the air spring provided in the embodiments of this application;
[0041] Figure 6 This is a schematic diagram of the structure of the flange of the air spring provided in the embodiment of this application.
[0042] Explanation of reference numerals in the attached figures:
[0043] 100 - Elastic component;
[0044] 200 - First end cap; 210 - First cover body; 220 - First side wall; 230 - Third mounting hole;
[0045] 300 - Second end cap; 310 - Second cap body; 320 - Second side wall;
[0046] 400 - Energy absorber; 410 - First energy absorber; 420 - Second energy absorber; 430 - Opening;
[0047] 500 - Flange; 510 - Fastening hole;
[0048] 600 - First stop component;
[0049] 700 - Second stop; 710 - Second mounting hole.
[0050] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation
[0051] First, those skilled in the art should understand that these embodiments are merely for explaining the technical principles of this application and are not intended to limit the scope of protection of this application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.
[0052] Secondly, it should be noted that, in the description of this application, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, or the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.
[0053] Furthermore, it should be noted that in the description of this application, the terms "upper," "lower," "front," "back," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application 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. Therefore, they should not be construed as limitations on this application.
[0054] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of 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 application, unless otherwise stated, "a plurality of" means two or more.
[0055] As shown in the background section, vehicles are equipped with air springs, which include an upper cover, a lower cover, and a rubber airbag. The air spring's stiffness is changed in real time by adjusting the air pressure inside the rubber airbag. Increasing the air pressure increases stiffness, suitable for heavy loads or situations requiring higher handling; decreasing the air pressure improves comfort, suitable for light loads or situations requiring a softer suspension response.
[0056] Air springs are primarily designed to withstand vertical loads, with virtually no lateral stiffness. This is because the flexible nature of the rubber airbag allows it to effectively dampen vibrations in the vertical direction (compression / tension), but provides almost no rigid support in the lateral direction. This means that when a vehicle encounters lateral forces (such as during cornering or crosswinds), the air springs offer almost no effective resistance. This lack of lateral support can lead to instability in the vehicle during lateral movements.
[0057] In vehicles, rigid V-shaped thrust rods are used to connect the car body and the axle. While this design provides structural stability to some extent, and the rigid structure of the thrust rod can constrain the lateral displacement of the axle, it transmits high-frequency, minute vibrations from the road surface (such as irregular impacts from gravel roads) to the frame without attenuation, exacerbating lateral body vibration. This vibration transmission reduces the lateral stability of the vehicle body, affecting passenger comfort.
[0058] Therefore, existing air springs suffer from insufficient lateral stiffness.
[0059] Therefore, embodiments of this application provide an air spring, a vehicle suspension system, and a vehicle. The air spring includes: an elastic element, a first end cap, a second end cap, and an energy-absorbing element. The elastic deformation direction of the elastic element is a first direction. The first end cap and the second end cap are respectively disposed on both sides of the elastic element along the first direction. The energy-absorbing element is disposed between the first end cap and the second end cap for absorbing the relative deformation energy of the first end cap and the second end cap along a second direction. The first direction and the second direction are perpendicular to each other.
[0060] By placing an energy-absorbing component between the first and second end caps of the air spring, the component can absorb some energy during lateral vibration transmission. This energy absorption mechanism can significantly reduce the amplitude of lateral vibration, thereby increasing the lateral stiffness of the air spring. Increased lateral stiffness of the air spring can effectively reduce vehicle roll during cornering, thus improving overall vehicle stability, handling performance, and passenger comfort.
[0061] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The described embodiments are some, but not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.
[0062] Reference Figures 1 to 4 As shown, the air spring provided in this application includes: an elastic element 100, a first end cap 200, a second end cap 300, and an energy-absorbing element 400.
[0063] The elastic deformation direction of the elastic element 100 is the first direction.
[0064] The first end cap 200 and the second end cap 300 are respectively disposed on both sides of the elastic member 100 along the first direction.
[0065] The energy-absorbing component 400 is disposed between the first end cap 200 and the second end cap 300 to absorb the relative deformation energy of the first end cap 200 and the second end cap 300 along the second direction.
[0066] The first direction and the second direction are perpendicular to each other.
[0067] When air springs are used in vehicles, they are connected to the vehicle's suspension system frame and axles, respectively.
[0068] The elastic element 100 is the core component of the air spring, and its main function is to provide elastic support in the vertical direction of the first direction. (First direction reference) Figure 1 The direction indicated by X in the middle.
[0069] It should be noted that the elastic element 100 can be an elastic airbag, the material of which includes rubber and a fabric reinforcement layer. The elastic airbag, when inflated, forms a variable-stiffness elastic body capable of withstanding and buffering vertical loads. The elastic airbag is connected to an air source via an air structure to regulate its internal air pressure.
[0070] The first end cap 200 and the second end cap 300 are respectively disposed on both sides of the elastic member 100 and arranged along a first direction. The first end cap 200 and the second end cap 300 are used to fix the elastic member 100 between the frame and the axle, and to transmit vertical direction (i.e., Figure 1 Force in the X direction.
[0071] An energy-absorbing component 400 is disposed between the first end cap 200 and the second end cap 300, and its function is to absorb and mitigate the relative deformation energy of the first end cap 200 and the second end cap 300 along a second direction (i.e., the horizontal direction). Since the first and second directions are perpendicular to each other, the introduction of the energy-absorbing component 400 is specifically designed to handle forces in the second direction. This means that when the vehicle is subjected to lateral displacement or vibration, the energy-absorbing component 400 can effectively absorb this lateral energy and reduce its impact on the vehicle body.
[0072] For example, when air springs are used in a vehicle suspension system, one end of the air spring is connected to the vehicle frame, and the other end is connected to the axle. When the vehicle is subjected to lateral displacement excitations such as crosswinds, steering centrifugal forces, or uneven road surfaces, the axle is the first to feel these forces. This is because the axle is directly connected to the wheels, which are the components in contact with the ground; therefore, any unevenness from the ground or centrifugal forces generated by steering will act on the axle first.
[0073] Since the second end cap 300 is connected to the axle, lateral forces are transmitted to the second end cap 300 of the air spring. This is the first step in force transmission. The energy-absorbing component 400 is located between the first end cap 200 and the second end cap 300 of the air spring. The energy-absorbing component 400 absorbs part of the lateral force through its elasticity and damping characteristics, acting as a buffer. This energy absorption significantly reduces the transmission of lateral vibrations, thus reducing the lateral forces transmitted to the first end cap 200 and the frame. Because the energy-absorbing component 400 reduces the lateral forces transmitted to the frame, the likelihood of the frame transmitting these forces to the vehicle body is also reduced. The reduced lateral vibrations experienced by the vehicle body improve the vehicle's lateral stability and passenger comfort.
[0074] The air spring provided in this application embodiment has an energy-absorbing element 400 disposed between the first end cap 200 and the second end cap 300. This energy-absorbing element 400 can absorb some energy during lateral vibration transmission. This energy absorption mechanism can significantly reduce the amplitude of lateral vibration, thereby improving the lateral stiffness of the air spring. The increased lateral stiffness of the air spring can effectively reduce vehicle roll during cornering, thereby improving the overall stability of the vehicle, enhancing handling performance, and improving passenger comfort.
[0075] In some embodiments, refer to Figure 2 and Figure 3 As shown, the first end cap 200 has a first sidewall 220, the second end cap 300 has a second sidewall 320, the first sidewall 220 and the second sidewall 320 overlap at least partially along a second direction, and the energy-absorbing member 400 is disposed between the overlapping first sidewall 220 and the second sidewall 320.
[0076] The first sidewall 220 of the first end cap 200 and the second sidewall 320 of the second end cap 300 partially overlap in a second direction. This design provides an installation area for mounting the energy absorber 400. This overlap not only provides structural support but also ensures that the energy absorber 400 can be effectively clamped between the two sidewalls.
[0077] Energy absorbers 400 are disposed between the overlapping sidewalls and are specifically designed to absorb and mitigate lateral forces. Because they are in direct contact with the sidewalls, energy absorbers 400 can more effectively absorb lateral vibrations and reduce the direct transmission of forces.
[0078] When the vehicle is subjected to lateral forces such as crosswinds or centrifugal forces during steering, the force is transmitted through the axle to the second sidewall 320 of the second end cap 300. Due to the overlapping design of the first sidewall 220 and the second sidewall 320, the lateral force can be transmitted to the first sidewall 220 of the first end cap 200 through the energy-absorbing component 400. The energy-absorbing component 400 plays a buffering and absorbing role in this process, significantly reducing the possibility of lateral forces being directly transmitted to the frame.
[0079] By effectively managing lateral forces, vehicles can maintain better handling and comfort under various driving conditions. Reducing lateral vibrations in the vehicle body not only improves passenger comfort but also enhances vehicle stability and safety.
[0080] It should be noted that when there is a gap between the first sidewall 220 of the first end cap 200 and the second sidewall 320 of the second end cap 300 along the first direction, the two sides of the energy-absorbing member 400 are respectively connected to the first sidewall 220 of the first end cap 200 and the second sidewall 320 of the second end cap 300. For example, an adhesive (such as cyanoacrylate or epoxy resin) can be used to bond the energy-absorbing member 400 between the first sidewall 220 and the second sidewall 320. Alternatively, a metal clamp, clamp, or bolt can be used to connect the energy-absorbing member 400 between the first sidewall 220 and the second sidewall 320.
[0081] When there is no gap between the first end cap 200 and the second end cap 300 in the first direction, that is, when the first side wall 220 of the first end cap 200 and the second side wall 320 of the second end cap 300 overlap in the second direction, the energy-absorbing member 400 is clamped between the first side wall 220 and the second side wall 320. In the second direction, both sides of the energy-absorbing member 400 can abut against the first side wall 220 and the second side wall 320 respectively. Alternatively, one side of the energy-absorbing member 400 can abut against the first side wall 220, and the other side can be connected to the second side wall 320.
[0082] In some embodiments, refer to Figure 2 As shown, the first end cap 200 includes a first cover body 210, which is disposed on the first side of the elastic member 100 along the first direction, and a first sidewall 220 is connected to the side of the first cover body 210 near the second end cap 300.
[0083] The first cover 210 and the elastic element 100 are connected by a second fastener.
[0084] The first cover 210 is the main part of the first end cap 200 and is located on the first side of the elastic member 100 along the first direction. The first cover 210 provides a stable base for connecting the elastic member 100. The first cover 210 is provided with a first cover mounting hole. A second fastener connects the first cover and the elastic member through the first cover mounting hole.
[0085] It should be noted that the second fastener can be a hollow bolt. The central portion of a hollow bolt is hollow. A hollow bolt can serve as a fluid channel. The hollow bolt provides a mechanical connection to secure the elastic element 100 to the first end cap 200. This connection ensures that the elastic element 100 remains stable under pressure and load. Because the hollow bolt is hollow, it can also serve as a gas channel, allowing air or other gases to flow between the elastic element 100 and an external system. This is crucial for regulating the pressure and performance of the elastic element 100. The hollow bolt integrates the functions of a mechanical connection and a gas channel, simplifying the air spring design and reducing the number of components.
[0086] The first sidewall 220 is connected to the side of the first cover 210 near the second end cover 300. The first sidewall 220 serves to support and protect, and provides an installation position for the energy-absorbing component 400.
[0087] In some embodiments, refer to Figure 3 As shown, the second end cap 300 includes a second cover body 310, which is disposed on the second side of the elastic member 100 along the first direction, and a second sidewall 320 is connected to the side of the second cover body 310 near the first end cap 200.
[0088] The second cover 310 and the elastic element 100 are connected by a third fastener.
[0089] The second cover 310 is a major component of the second end cap 300, located on the second side of the elastic member 100 along the first direction. The second cover 310 provides a stable base for connecting the elastic member 100. A third fastener is used to connect the second cover 310 and the elastic member 100 together. The use of the third fastener ensures a secure connection between the second cover 310 and the elastic member 100, preventing relative displacement under load. By using the third fastener, quick installation and removal of the elastic member 100 can be achieved, simplifying maintenance and replacement procedures.
[0090] The second cover 310 is provided with a second cover mounting hole. The third fastener connects the second cover and the elastic element through the second cover mounting hole. The third fastener can be a bolt or a screw.
[0091] The second sidewall 320 is connected to the side of the second cover 310 near the first end cover 200. The second sidewall 320 serves to support and protect, and provides mounting positions for the first stop 600 and the energy-absorbing member 400.
[0092] In some embodiments, the first end cap 200 and the second end cap 300 are coaxially arranged along a first direction.
[0093] The first end cap 200 and the second end cap 300 are arranged perpendicularly on the same axis in the first direction. This means that the central axes of the first end cap 200 and the second end cap 300 coincide, thereby ensuring that the force is transmitted along a straight line.
[0094] The coaxial arrangement of the first end cap 200 and the second end cap 300 ensures that vertical loads can be directly transferred from the axle through the second end cap 300 and the elastic element 100 to the first end cap 200 and then to the frame. This straight force transmission path reduces lateral moments and unnecessary stress concentrations. By optimizing the force transmission path, the air spring can more effectively withstand and buffer vertical loads, improving its performance and durability.
[0095] Understandably, the coaxial arrangement provides structural symmetry, which helps improve the stability and balance of the air spring. A symmetrical design typically means that, under load, the air spring can distribute stress more evenly, reducing the risk of localized overload. Furthermore, this symmetry can simplify the manufacturing and installation process, as coaxial assemblies are generally easier to align and assemble.
[0096] In some embodiments, refer to Figure 4 As shown, the energy-absorbing member 400 includes a first energy-absorbing part 410, which is disposed between the overlapping first sidewall 220 and second sidewall 320 along the second direction.
[0097] The first energy-absorbing part 410 is disposed between the overlapping first sidewall 220 and second sidewall 320, along the second direction. This positional selection ensures that the first energy-absorbing part 410 can effectively participate in the transmission and absorption of lateral forces.
[0098] When air springs are used in a vehicle suspension system, one end of the air spring is connected to the vehicle frame, and the other end is connected to the axle. When the vehicle is subjected to lateral displacement excitations such as crosswinds, centrifugal force from steering, or uneven road surfaces, the axle is the first to feel these forces. This is because the axle is directly connected to the wheels, and the wheels are the components in contact with the ground; therefore, any unevenness from the ground or centrifugal force generated by steering will first act on the axle.
[0099] Since the second end cap 300 is connected to the axle, lateral forces are transmitted to the second end cap 300 of the air spring. This is the first step in force transmission. The first energy-absorbing part 410 is located at the overlapping portion of the first end cap 200 and the second end cap 300 of the air spring. The first energy-absorbing part 410 absorbs part of the lateral force through its own elasticity and damping characteristics, acting as a buffer. This energy absorption significantly reduces the transmission of lateral vibrations, thereby reducing the lateral forces transmitted to the first end cap 200 and the frame. Because the first energy-absorbing part 410 reduces the lateral forces transmitted to the frame, the likelihood of the frame transmitting these forces to the vehicle body is also reduced. The lateral vibrations experienced by the vehicle body are reduced, thereby improving the vehicle's lateral stability and passenger comfort.
[0100] In some embodiments, the first energy-absorbing part 410 is provided with a plurality of openings 430, which are spaced apart along the circumference of the second end cap 300.
[0101] By setting the opening 430, other materials with different lateral stiffness can be filled into the first energy-absorbing part 410, thereby improving the adaptability of the energy-absorbing component 400.
[0102] In some embodiments, the energy-absorbing member 400 further includes a plurality of second energy-absorbing portions 420, which are disposed one-to-one with the plurality of openings 430.
[0103] Multiple second energy-absorbing sections 420 are designed as independent energy-absorbing units, each capable of absorbing energy independently. This design increases the total energy absorption capacity of the energy-absorbing component 400. Multiple openings 430 are provided on the energy-absorbing component 400 to provide mounting positions for the second energy-absorbing sections 420. These openings 430 can be circular, elliptical, or other shapes to accommodate different design requirements.
[0104] By correspondingly arranging the second energy-absorbing parts 420 in the openings 430, it is ensured that each second energy-absorbing part 420 can function effectively. By increasing the number of second energy-absorbing parts 420 and optimizing their positions, the energy absorption capacity and vibration control performance of the air spring can be significantly improved.
[0105] The design of multiple second energy-absorbing sections 420 supports a modular structure. Through modular design, different second energy-absorbing sections 420 can be selected and configured according to the specific needs of different vehicles or application scenarios. This allows the air spring to adapt to various operating conditions. For example, passenger cars prioritize comfort and typically have lower lateral stiffness; therefore, the first and second energy-absorbing sections can be made of materials with lower stiffness. Rail vehicles (especially high-speed trains) require strict limitation of lateral displacement of the vehicle body; air springs are often used in conjunction with anti-hunting shock absorbers, and the lateral stiffness requirements are significantly higher than in passenger cars. In this case, the first and second energy-absorbing sections can be made of materials with higher stiffness.
[0106] In some embodiments, the material of the first energy-absorbing part 410 includes rubber or polyurethane.
[0107] Rubber possesses excellent elasticity and flexibility, enabling it to effectively absorb and dissipate vibration and impact energy. In applications requiring high-frequency vibration absorption, rubber is an ideal energy-absorbing material. Simultaneously, rubber exhibits good wear resistance, maintaining its performance over long-term use. The first energy-absorbing part 410 can be a rubber ring.
[0108] Polyurethane is an elastomer material with wear resistance and impact resistance. Polyurethane can effectively deform and recover upon impact, thereby absorbing energy. The first energy-absorbing part 410 can be a polyurethane ring.
[0109] The rubber-material first energy-absorbing part 410 is suitable for applications requiring high elasticity and good vibration absorption, such as passenger car suspension systems.
[0110] The first energy-absorbing part 410 made of polyurethane is suitable for applications requiring high strength and durability, such as suspension systems of heavy vehicles or shock absorbers for industrial machinery.
[0111] In some embodiments, the material of the second energy-absorbing part 420 includes polyurethane, polyethylene, aluminum, or steel.
[0112] Polyethylene is a lightweight thermoplastic with good chemical resistance and impact resistance.
[0113] Polyurethane is an elastomer material with wear resistance and impact resistance. It can effectively deform and recover upon impact, thereby absorbing energy.
[0114] Aluminum is a lightweight metal with a high strength-to-weight ratio and corrosion resistance. It can be used to improve the lateral stiffness of energy-absorbing components 400.
[0115] Steel has a high strength-to-weight ratio and good corrosion resistance. It can be used to improve the lateral stiffness of energy-absorbing components 400.
[0116] The second energy-absorbing part 420 can be a polyurethane block.
[0117] For example, passenger cars prioritize comfort and typically have lower lateral stiffness. The first energy-absorbing part 410 can be made of rubber, and the second energy-absorbing part can be made of polyurethane.
[0118] Rail vehicles (especially high-speed trains) require strict limits on lateral displacement of the car body. Air springs are often used in conjunction with anti-hunting shock absorbers, and the lateral stiffness requirements are significantly higher than those for passenger cars. The first energy-absorbing part 410 can be made of rubber, and the second energy-absorbing part can be made of aluminum.
[0119] In some embodiments, refer to Figure 1 and Figure 6 As shown, a first stop 600 is provided at the end of the first sidewall 220 near the second end cap 300.
[0120] A second stop 700 is provided at the end of the second sidewall 320 near the first end cap 200.
[0121] The first stop 600 and the second stop 700 are respectively placed on both sides of the energy-absorbing member 400 along the first direction. The second stop 700 can be an annular stop plate.
[0122] Along the first direction, the energy-absorbing component 400 is positioned between the first stop 600 and the second stop 700 to ensure that it operates within a specific area. This positioning not only contributes to the stability of the energy-absorbing component 400 but also ensures that it can function effectively under lateral forces.
[0123] The first stop 600 and the second stop 700 limit the range of motion of the energy-absorbing component 400 and prevent it from deforming excessively. By limiting the deformation of the energy-absorbing component 400, the stop members protect the structural integrity of the energy-absorbing component 400 and prevent it from failing under extreme conditions.
[0124] When the vehicle is subjected to lateral forces, the forces are transmitted through the axle to the second sidewall 320 of the second end cover 300, and further to the energy-absorbing member 400. Under the constraint of the first stop member 600 and the second stop member 700, the energy-absorbing member 400 absorbs lateral vibrations through its own elasticity and damping characteristics, reducing the transmission of these vibrations to the frame.
[0125] It should be noted that when the elastic element 100 fails, i.e., when the air spring loses pressure, the height of the elastic element 100 cannot be maintained, resulting in a decrease in the support capacity of the air spring. This may lead to excessive vertical compression between the frame and the axle.
[0126] A second stop 700 is provided at the end of the second sidewall 320 near the first end cap 200. In the event of failure of the elastic element 100, the first end cap 200 contacts the second stop 700, which provides a mechanical vertical stop, allowing the vehicle suspension system to still provide basic support. The design of the second stop 700 prevents excessive vertical compression between the frame and the axle, improving the reliability of the vehicle suspension system. Even in the event of airbag failure, the vehicle can still maintain a certain level of handling and safety, ensuring safe driving under extreme conditions until the airbag can be repaired or replaced.
[0127] Understandably, the first stop 600 can be an annular plate. The inner diameter of the first stop 600 is larger than the outer diameter of the second end cap 300. The first stop 600 has multiple first mounting holes, which can be countersunk holes. The first end cap 200 has multiple third mounting holes 230, which can be threaded holes. The multiple first mounting holes and the multiple threaded holes are arranged opposite each other. Bolts connect the first stop 600 and the first end cap 200 through the first mounting holes and the threaded holes.
[0128] In some embodiments, the first sidewall 220 surrounds the second sidewall 320 on the side opposite to the elastic member 100.
[0129] The first stop 600 is disposed on the side of the first sidewall 220 near the second sidewall 320, and the second stop 700 is disposed on the side of the second sidewall 320 near the first sidewall 220.
[0130] Depending on specific design requirements and space constraints, the first sidewall 220 may completely surround the outer periphery of the second sidewall 320, or may only surround a portion of the outer periphery of the second sidewall 320.
[0131] The enclosure design of the first sidewall 220 can protect internal components such as the elastic element 100 and the energy-absorbing element 400 from the influence of the external environment, such as debris, dirt and other possible damage.
[0132] In some embodiments, a first gap is provided between the first stop 600 and the second sidewall 320 along the second direction; and a second gap is provided between the second stop 700 and the first sidewall 220 along the second direction.
[0133] The first spacing refers to the distance between the first stop 600 and the second sidewall 320 along the second direction.
[0134] The second spacing refers to the distance between the second stop 700 and the first sidewall 220 along the second direction.
[0135] The first and second spacings are used to limit the relative movement between the first sidewall 220, the second sidewall 320, and the first stop 600 and the second stop 700, preventing excessive deformation or displacement. By precisely setting these spacings, it is ensured that the energy-absorbing element 400 effectively absorbs and mitigates lateral forces within its designed operating range. The presence of these spacings prevents direct contact between the stops and the sidewalls, reducing wear and damage, thereby improving the durability of the air spring.
[0136] In some embodiments, refer to Figure 3 and Figure 5 As shown, the air spring provided in this application also includes a flange 500, which is disposed on the second side wall 320. Along the first direction, a second stop 700 is provided on the side of the flange 500 near the first end cover 200.
[0137] Flange 500 can be used to connect the second stop 700, serving as the mounting base for the second stop 700 and ensuring that the second stop 700 can be securely fixed in the proper position. As the mounting base for the second stop 700, flange 500 provides additional support and reliability, ensuring that the second stop 700 continues to function effectively under extreme conditions.
[0138] When the elastic airbag deflates and causes a large lateral displacement, the side of the flange 500 can contact the first end cover 200, limiting the lateral displacement of the vehicle and acting as a lateral stop.
[0139] In some embodiments, the second spacing is smaller than the first spacing.
[0140] The second end cap 300 is stronger than the first end cap 200. This is because the second end cap 300 of the air spring is directly connected to the axle and bears the vehicle weight, road impacts, and longitudinal forces during braking / acceleration. The first end cap 200, on the other hand, is typically connected to the frame and primarily bears vertical loads, with relatively lower dynamic stress. When the vehicle is moving, such as during bumps or turns, the second end cap 300 needs to withstand more complex combined forces such as shear forces and bending moments, thus requiring higher strength.
[0141] After the elastic element 100 fails, the second end cap 300 abuts against the first end cap 200 via the flange 500. The second gap is smaller than the first gap. This design allows the flange 500 to contact the first sidewall 220 earlier than the first stop 600 under lateral force. The smaller second gap enables the vehicle to quickly restrict movement under lateral force, reducing potential impact on the vehicle body and passengers. Through effective movement restriction, the system can prevent excessive lateral displacement, protecting the vehicle's chassis and suspension system.
[0142] In some embodiments, the air spring provided in this application further includes a first fastener for connecting the flange 500 and the second stop 700.
[0143] The first fastener is used to securely connect the flange 500 and the second stop 700 together. In this way, the second stop 700 can be more stably fixed to the flange 500, thereby improving the structural integrity of the entire air spring.
[0144] By using the first fastener, the connection between the flange 500 and the second stop 700 is more secure, reducing the risk of loosening or displacement during operation. The use of the first fastener also facilitates the installation and removal of the flange 500 and the second stop 700. This design promotes maintenance and component replacement, improving the maintainability of the air spring.
[0145] Understandably, the first fastener can be a bolt, screw, or stud.
[0146] In some embodiments, a plurality of fastening holes 510 are provided on the flange 500, and the plurality of fastening holes 510 are spaced apart along the circumference of the flange 500.
[0147] By providing multiple fastening holes 510 on the flange 500 and arranging these holes at intervals along the circumference of the flange 500, the second stop 700 can be fixed to the flange 500 by multiple first fasteners. This multi-point fixing method helps to evenly distribute the force acting on the flange 500. The evenly distributed fastening holes and first fasteners can effectively reduce stress concentration at a single location, thereby reducing the risk of structural fatigue and damage.
[0148] The design of multiple fastening holes enhances the stability and rigidity between the flange 500 and the connecting components. This enhanced stability helps improve the performance of the air spring under dynamic loads. With multiple fastening points, the flange 500 is better able to resist vibration and shock, improving the durability and reliability of the air spring.
[0149] It is understandable that the fastening hole 510 can be a threaded hole. A threaded hole is an internal thread structure machined into a mechanical part or structural component. The first fastener can be a bolt, screw, or stud.
[0150] The first fastener engages with the fastening hole 510 to connect and fix the second stop 700 and the flange 500.
[0151] The second stop 700 is provided with a second mounting hole 710, which comprises two parts. The portion of the second mounting hole 710 near the second cover 310 is a tapered countersunk hole for accommodating the head of a first fastener, such as a screw or bolt, so that it is flush with or slightly below the surface of the second stop 700. The portion of the second mounting hole 710 near the flange 500 is a threaded hole for securing the first fastener. The second mounting hole 710 can be a countersunk hole.
[0152] The installation process for air springs is as follows:
[0153] 1) Install the second end cap 300 and connect the bottom of the elastic element 100 to the second end cap 300.
[0154] 2) Install the second stop plate, align the second mounting hole on the second stop plate with the fastening hole on the second end cover 300 flange 500, and tighten it with bolts.
[0155] 3) Install the first end cap 200 and connect the top of the elastic element 100 to the first end cap 200.
[0156] 4) Install the second energy-absorbing part 420. For example, the second energy-absorbing part 420 is a polyurethane block. Insert the second energy-absorbing part 420 into the opening 430 of the first energy-absorbing part 410. For example, the first energy-absorbing part 410 is a rubber block.
[0157] 5) Install the energy-absorbing component 400 from bottom to top from the bottom of the second end cover 300 until the energy-absorbing component 400 contacts the flange 500 of the second end cover 300.
[0158] 6) Align the second mounting hole on the second stop 700 with the threaded hole on the first end cover 200, and tighten it with bolts.
[0159] When air springs are installed in vehicles, the first end cap 200 connects to the vehicle frame, and the second end cap 300 connects to the axle. During vehicle operation, when the axle experiences lateral impact due to road bumps, the second end cap 300 experiences a certain amount of lateral impact, causing the energy-absorbing component 400 to be compressed. Because the energy-absorbing component 400 has a certain lateral stiffness, it can deform appropriately to reduce the displacement of the first end cap 200, thereby reducing the lateral impact between the first end cap 200 and the vehicle body, and improving vehicle stability.
[0160] The lateral stiffness of the energy-absorbing component 400 should be calculated and determined reasonably according to the vehicle conditions. When the lateral stiffness of the energy-absorbing component 400 is too large, the impact from the axle will be completely transmitted to the vehicle body, deteriorating the vehicle's stability. When the energy-absorbing component 400 changes size due to oxidation or wear, it must also be replaced. The energy-absorbing component 400 provided in this embodiment is located outside the elastic component 100, and can be easily and flexibly replaced by simply removing the second stop component 700, making it highly applicable.
[0161] Secondly, this application also provides a vehicle suspension system, including: a frame, an axle, and the air spring provided in the first aspect; the air spring is connected between the frame and the axle. The elastic deformation direction of the elastic element 100 of the air spring is parallel to the direction from the frame to the axle.
[0162] The specific structure and working method of the air spring have been described in detail in the above embodiments, and will not be repeated here.
[0163] Thirdly, this application also provides a vehicle including the vehicle suspension system provided in the second aspect above.
[0164] It is understood that since the vehicle of this application adopts the technical solution of the above-described vehicle suspension system embodiment, it at least has the beneficial effects brought about by the technical solution of the above-described vehicle suspension system embodiment, which will not be elaborated here.
[0165] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0166] It is understood that the various numerical designations used in the embodiments of this application are merely for descriptive convenience and are not intended to limit the scope of the embodiments of this application.
[0167] The technical solutions of this application have been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of this application is obviously not limited to these specific embodiments. Without departing from the principles of this application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of this application.
Claims
1. An air spring, characterized in that, include: An elastic element (100) has an elastic deformation direction that is a first direction. A first end cap (200) and a second end cap (300) are respectively disposed on both sides of the elastic member (100) along the first direction; An energy-absorbing component (400) is disposed between the first end cap (200) and the second end cap (300) for absorbing the relative deformation energy of the first end cap (200) and the second end cap (300) along the second direction; The first direction and the second direction are perpendicular to each other.
2. The air spring according to claim 1, characterized in that, The first end cap (200) has a first sidewall (220), the second end cap (300) has a second sidewall (320), the first sidewall (220) and the second sidewall (320) overlap at least partially along the second direction, and the energy-absorbing member (400) is disposed between the overlapping first sidewall (220) and second sidewall (320).
3. The air spring according to claim 2, characterized in that, A first stop (600) is provided at the end of the first sidewall (220) near the second end cap (300). A second stop (700) is provided at the end of the second sidewall (320) near the end of the first end cap (200). The first stop (600) and the second stop (700) are respectively placed on both sides of the energy-absorbing member (400) along the first direction.
4. The air spring according to claim 3, characterized in that, The first sidewall (220) surrounds the side of the second sidewall (320) opposite to the elastic member (100); The first stop (600) is disposed on the side of the first sidewall (220) near the second sidewall (320), and the second stop (700) is disposed on the side of the second sidewall (320) near the first sidewall (220).
5. The air spring according to claim 3, characterized in that, Along the second direction, there is a first gap between the first stop (600) and the second sidewall (320); along the second direction, there is a second gap between the second stop (700) and the first sidewall (220).
6. The air spring according to claim 5, characterized in that, The second spacing is smaller than the first spacing.
7. The air spring according to any one of claims 1-6, characterized in that, The first end cap (200) and the second end cap (300) are coaxially arranged along the first direction.
8. The air spring according to claim 3, characterized in that, It also includes a flange (500) disposed on the second sidewall (320), and along the first direction, the flange (500) is provided with a second stop (700) on the side near the first end cover (200).
9. The air spring according to claim 8, characterized in that, It also includes a first fastener for connecting the flange (500) and the second stop (700).
10. The air spring according to claim 9, characterized in that, The flange (500) is provided with a plurality of fastening holes, which are spaced apart along the circumference of the flange (500).
11. The air spring according to any one of claims 2-6, characterized in that, The first end cap (200) includes a first cover body (210), the first cover body (210) is disposed on a first side of the elastic member (100) along the first direction, and the first sidewall (220) is connected to the side of the first cover body (210) near the second end cap (300); The first cover (210) and the elastic element (100) are connected by a second fastener.
12. The air spring according to any one of claims 2-6, characterized in that, The second end cap (300) includes a second cover body (310), which is disposed on a second side of the elastic member (100) along the first direction, and a second sidewall (320) is connected to the side of the second cover body (310) near the first end cap (200); The second cover (310) and the elastic element (100) are connected by a third fastener.
13. The air spring according to any one of claims 2-6, characterized in that, The energy-absorbing member (400) includes a first energy-absorbing part (410) disposed between the overlapping first sidewall (220) and second sidewall (320) along the second direction.
14. The air spring according to claim 13, characterized in that, The first energy-absorbing part (410) is provided with a plurality of openings (430), which are spaced apart along the circumference of the second end cap (300).
15. The air spring according to claim 14, characterized in that, The energy-absorbing component (400) further includes a plurality of second energy-absorbing parts (420), which are disposed one-to-one with the plurality of openings (430).
16. The air spring according to claim 13, characterized in that, The material of the first energy-absorbing part (410) includes rubber or polyurethane.
17. The air spring according to claim 15, characterized in that, The material of the second energy-absorbing part (420) includes polyurethane, polyethylene, aluminum or steel.
18. A vehicle suspension system, characterized in that, include: Frame; Axle; The air spring according to any one of claims 1-17; The air spring is connected between the vehicle frame and the axle, and the elastic deformation direction of the elastic element (100) of the air spring is parallel to the direction from the vehicle frame to the axle.
19. A vehicle, characterized in that, Includes the vehicle suspension system as described in claim 18.