Air spring assembly and vehicle

Abstract

The application provides an air spring assembly and a vehicle, and belongs to the technical field of air spring products. The air spring assembly comprises a piston assembly and an air bag. The piston assembly is internally provided with a first chamber extending along the axial direction of the piston assembly. The piston assembly comprises a connecting end plate used for closing the end of the first chamber. The air bag is provided with through holes at both ends in the axial direction. One end of the air bag is connected to the side of the connecting end plate away from the first chamber, and the other end is covered with a connecting end cover. The air bag, the connecting end plate and the connecting end cover surround a second chamber. A damping air channel is arranged on the connecting end plate and penetrates through the connecting end plate in the axial direction of the piston assembly to communicate the first chamber and the second chamber. The vehicle comprises the air spring assembly. The air spring assembly and the vehicle provided by the application can save the number of parts used, simplify the assembly process and reduce the installation and processing costs.

Description

Technical Field

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

[0002] The development of air spring technology has greatly improved the stability and comfort of automobiles. Currently, the most commonly used types in the domestic market include single-chamber air springs and double-chamber air springs. Double-chamber air springs have two chambers, a main chamber and a secondary chamber. The stiffness can be adjusted by controlling the opening and closing of the connecting channel between the main chamber and the secondary chamber.

[0003] In the existing technology, the opening and closing of the connection channel between the two chambers is often controlled by a solenoid valve and a controller connected to the solenoid valve, so as to meet the needs of stiffness adjustment; however, the assembly of stiffness valves in the production process requires a variety of supporting parts, and the assembly process is strictly controlled, resulting in a high scrap rate. Utility Model Content

[0004] The purpose of this application is to provide an air spring assembly and vehicle, which aims to solve the technical problems of the existing air spring system, such as the large number of supporting parts required for assembling the stiffness valve, the strict control of the assembly process, the high scrap rate, and the high cost.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows:

[0006] In a first aspect, an air spring assembly is provided, comprising:

[0007] An airbag is provided with both ends extending through it along the axial direction; one of the through ends of the airbag is covered with a connecting end cap.

[0008] A piston assembly has a first chamber extending axially along the piston assembly; the piston assembly includes a connecting end plate for closing one end of the first chamber; the connecting end plate closes another through end of the airbag, so that the airbag, the connecting end plate and the connecting end cap enclose a second chamber.

[0009] The connecting end plate is provided with a damping air passage, which is arranged axially along the piston assembly to connect the first chamber and the second chamber. The air spring assembly has a first working state and a second working state. In the first working state, there is a pressure difference between the first chamber and the second chamber, and the airflow is buffered at the damping air passage. In the second working state, the pressure in the first chamber and the second chamber is equal, and the airflow flows slowly in the damping air passage.

[0010] Compared with the prior art, the solution shown in this application provides a basic condition for the stiffness adjustment of the air spring by setting a damping air passage on the connecting end plate to connect the first chamber and the second chamber. Furthermore, the setting of the damping air passage on the connecting end plate can eliminate the need for traditional stiffness valves, related controller accessories, and buffer blocks. The simplified structure reduces the number of complex parts, making the overall structure more compact, saving assembly processes, reducing scrap rate, and lowering installation and processing costs.

[0011] When encountering smooth roads, the air spring assembly operates in its second state, where the pressure in the first and second chambers is equal or similar. Airflow can pass through the damping duct, but due to the similar pressure, the actual flow rate is relatively slow, and the damping duct has little effect at this time. In this mode, the air spring assembly operates in a dual-chamber air spring mode, ensuring vehicle comfort. When encountering bumpy roads or curves, the air spring assembly operates in its first state. In this mode, the airbag is rapidly compressed or extended, causing the air spring to move quickly. The pressure in the second chamber suddenly increases or decreases. The damping duct can buffer the airflow, making the airflow volume and velocity between the first and second chambers small and negligible. It should be understood that when the air spring moves very fast, due to the small size of the damping duct, the airflow between the first and second chambers is essentially non-existent or insufficient. Therefore, this can be understood as a single-chamber air spring mode where only the second chamber operates. Thus, the damping characteristics of the damping duct can provide buffering to ensure driving stability.

[0012] In one possible implementation, the connecting end plate is provided with a reinforcing structure, which is a ring structure surrounding the damping air passage.

[0013] By adding a reinforcing structure to the outer ring of the damping air passage, the strength defects of the connecting end plate can be compensated, the connecting end plate can be prevented from being overloaded under pressure, and the reliability of the air spring assembly structure can be guaranteed.

[0014] In some embodiments, the reinforcing structure includes:

[0015] The first reinforcing plate is disposed on the connecting end plate and is an annular plate surrounding the damping air passage;

[0016] Multiple second reinforcing plates are spaced apart around the outer peripheral wall of the first reinforcing plate, and all extend radially along the piston assembly;

[0017] Both the first reinforcing plate and the second reinforcing plate extend into the first cavity.

[0018] The annular arrangement of the first reinforcing plate enhances the circumferential support strength of the connecting end plate, while the radial support strength of the connecting end plate is increased by setting multiple second reinforcing plates.

[0019] In one possible implementation, the damping air passage is a communicating slit extending radially along the piston assembly.

[0020] By setting the damping air passage as a slotted structure, the continuity and stability of airflow can be ensured, avoiding blockage problems.

[0021] In some embodiments, the connecting gap is elongated, with a length not exceeding 80 mm and a width not exceeding 2 mm.

[0022] By rationally setting the length and width of the connecting gap, the flow rate and volume between the first and second chambers can be precisely controlled, thereby meeting the actual working needs.

[0023] In one possible implementation, the damping air passage includes a plurality of damping holes spaced apart.

[0024] By setting multiple damping orifices, the problem of uneven airflow can be avoided, and the continuous operation of the air spring assembly can still be guaranteed even if one set of damping orifices is blocked.

[0025] In some embodiments, the diameter of the damping orifice does not exceed 1.5 mm.

[0026] By rationally setting the diameter of the damping orifice, the damping characteristics of the damping air passage can be guaranteed, thereby ensuring the buffering effect of the damping air passage.

[0027] In one possible implementation, one end of the airbag extends through the connecting end plate toward the first chamber and forms an annular extension cavity surrounding the first chamber, the inner wall of the annular extension cavity abutting against the outer peripheral wall of the piston assembly.

[0028] The airbag is covered with an outer protective sleeve, which extends along the airbag toward the first chamber, passes through the bottom of the annular extension cavity, and surrounds the piston assembly.

[0029] By extending the airbag and outer casing towards the second chamber, on the one hand, the sealing and tightness of the connection between the airbag and the piston assembly can be ensured; on the other hand, the outer casing can be extended upwards to the outside of the first chamber in conjunction with the airbag to provide backup protection for the first chamber and improve the safety of the air spring assembly.

[0030] In some embodiments, the end of the airbag forming the annular extended cavity has an upward flange that extends away from the second chamber; an upper buckle is provided on the outer side of the upward flange, and the upper buckle presses the upward flange against the outer peripheral wall of the piston assembly;

[0031] The airbag has a lower extension edge at one end near the connecting end cap, and a lower buckle ring is provided on the outer side of the lower extension edge, and the lower buckle ring presses the lower extension edge against the outer peripheral wall of the connecting end cap;

[0032] The airbag is provided with an inner support ring surrounding the second chamber, and the inner support ring presses the airbag against the inner peripheral wall of the outer protective cylinder.

[0033] By setting upper and lower buckles, a sealing connection is achieved between the upper and lower ends of the airbag. By setting an inner support ring, the airbag is supported internally, effectively preventing the airbag from shaking or shifting, and ensuring the stability of the airbag's operation.

[0034] In some embodiments, a limiting ring is also provided at the lower end of the airbag, the limiting ring being sleeved on the lower end of the airbag, and the top surface of the limiting ring abutting against the bottom of the second chamber.

[0035] By setting a limiting ring, the lower end of the airbag is positioned at the top of the limiting ring, and an annular step surface is formed at the top of the limiting ring, thereby squeezing the bottom of the second chamber into a preset shape on the annular step surface.

[0036] Secondly, this application also provides a vehicle including the aforementioned air spring assembly.

[0037] The vehicle provided in this application, by including the aforementioned air spring assembly, has all the beneficial effects of the aforementioned air spring assembly, which can save on the number of parts used, simplify the assembly process, reduce installation and processing costs, and provide better stability and safety. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of this application, 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 application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1 This is a cross-sectional structural diagram of the air spring assembly structure provided in the embodiments of this application;

[0040] Figure 2 This is a front view of the air spring assembly structure provided in the embodiments of this application;

[0041] Figure 3 A three-dimensional structural schematic diagram of the cross-section of the air spring assembly provided in the embodiments of this application;

[0042] Figure 4 For along Figure 1 Schematic diagram of the cross-sectional structure of line AA Figure 1 ;

[0043] Figure 5 For along Figure 1 Schematic diagram of the cross-sectional structure of line AA Figure 2 ;

[0044] Figure 6 For along Figure 1 A magnified structural diagram at point B in the middle.

[0045] In the diagram: 1. Piston assembly; 11. Connecting end plate; 111. Connecting gap; 112. First air hole; 113. Second air hole; 12. First chamber; 2. Airbag; 21. Second chamber; 22. Annular extension chamber; 23. Upper flange; 24. Lower extension; 3. Connecting end cap; 4. Outer sleeve; 5. Reinforcing structure; 51. First reinforcing plate; 52. Second reinforcing plate; 6. Upper retaining ring; 7. Lower retaining ring; 8. Inner support ring; 9. Limiting ring. Detailed Implementation

[0046] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0047] 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," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, 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, and therefore should not be construed as a limitation of this application.

[0048] 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. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a number" means two or more, unless otherwise explicitly specified.

[0049] It should be noted that the piston assembly 1 also includes the piston, mounting bearings, and other structures. The specific structure, working principle, and corresponding connection methods are all existing technologies and will not be described in detail here.

[0050] It is important to understand that, although there are structures in traditional technologies that set damping holes between two chambers, the installation structure of these damping holes usually includes multiple components such as connecting plates and buffer blocks, making the structure quite complex. Furthermore, the processing of damping holes is inconvenient. Therefore, the overall structure and assembly process remain quite complex and costly.

[0051] Please refer to the following: Figures 1 to 6 The air spring assembly and vehicle provided in this application will now be described. The air spring assembly includes a piston assembly 1 and an airbag 2; both ends of the airbag 2 are axially connected; one of the connected ends of the airbag 2 is covered by a connecting end cap 3; the piston assembly 1 has a first chamber 12 extending axially from the piston assembly 1; the piston assembly 1 includes a connecting end plate 11 for closing the end of the first chamber 12; the connecting end plate 11 closes the other connected end of the airbag 2, so that the airbag 2, the connecting end plate 11, and the connecting end cap 3 enclose a second chamber 21; wherein, the connecting end plate 11 is provided with a damping air passage, which is axially connected from the piston assembly 1 to connect the first chamber 12 and the second chamber 21; the air spring assembly has a first working state and a second working state. In the first working state, there is a pressure difference between the first chamber 12 and the second chamber 21, and the airflow is buffered at the damping air passage; in the second working state, the pressure in the first chamber 12 and the second chamber 21 is equal, and the airflow flows slowly in the damping air passage.

[0052] It is important to understand that the damping air passage is used to form a hydrodynamic airflow control channel on the connecting end plate 11. It controls fluid pressure changes to achieve the required control pressure and fluid flow rate to achieve the required control flow rate. The damping air passage helps to adjust the performance of the air spring, for example, by changing the spring's stiffness and damping characteristics through the flow of gas between chambers, thereby better adapting to different operating conditions during vehicle operation and improving vehicle comfort and stability.

[0053] The second chamber 21 and the first chamber 12 form the main chamber and auxiliary chamber of the air spring assembly, respectively, and enable single-chamber and dual-chamber air spring operation modes under different movement conditions of the air spring assembly. Specifically, when encountering a smooth road surface, the air spring assembly is in the second operating state, where the pressure in the first chamber 12 and the second chamber 21 is equal or similar, and airflow can flow in the damping air passage. However, due to the similar pressure, the actual flow speed is relatively slow, and the damping air passage has little effect at this time. In this case, the air spring assembly is in dual-chamber air spring mode, which can ensure vehicle comfort. When encountering a bumpy road surface or a turning section, the air spring assembly is in the first operating state. At this time, the airbag 2 is rapidly compressed or stretched, the air spring moves rapidly, and the pressure in the second chamber 21 suddenly increases or decreases. The damping air passage can be used to buffer the airflow, so that the airflow volume and flow speed between the first chamber 12 and the second chamber 21 are small and negligible.

[0054] It is important to understand that when the air spring moves at a very high speed, it is compressed and then quickly stretched. Due to the small size of the damping air passage, the airflow between the first chamber 12 and the second chamber 21 is basically not flowing, or rather, there is not enough time for it to flow. Therefore, it can be understood as a single-chamber air spring mode where only the second chamber 21 is working. Thus, by using the damping characteristics of the damping air passage to buffer the overall device, driving stability can be guaranteed.

[0055] Compared with the prior art, the air spring assembly provided in this application connects the first chamber 12 and the second chamber 21 by setting a damping air passage on the connecting end plate 11, thereby realizing the gas flow between the two chambers and providing a basic condition for the stiffness adjustment of the air spring. Furthermore, the setting of the damping air passage on the connecting end plate 11 can eliminate the need for traditional stiffness valves and related controller accessories. The simplified structure reduces the number of complex parts, making the overall structure more compact, saving assembly process, reducing product scrap rate, and also reducing installation and processing costs.

[0056] Please see Figure 1 In some possible embodiments, the connecting end plate 11 is provided with a reinforcing structure 5, which is a ring structure surrounding the damping air passage.

[0057] It is important to understand that when the airbag 2 is rapidly extended, the pressure inside the second chamber 21 drops sharply; when the airbag 2 is rapidly compressed, the pressure inside the second chamber 21 increases sharply. Therefore, when the airbag 2 moves rapidly with the air spring assembly, a large pressure difference is formed on both sides of the connecting end plate 11. Therefore, the connecting end plate 11 is provided with a reinforcing structure 5 in the form of a ring surrounding the damping air passage, which can effectively enhance the strength and rigidity of the connecting end plate 11.

[0058] Since the presence of the damping air passage may weaken the local strength of the connecting end plate 11, the reinforcing structure 5 can make up for this defect and ensure that the connecting end plate 11 will not easily deform or be damaged when subjected to various forces generated during the operation of the air spring, thus ensuring the structural integrity and reliability of the air spring assembly.

[0059] Furthermore, the reinforced structure 5 is set around the damping air passage, which helps maintain the stability of the damping air passage, reduces the problem of poor gas flow caused by deformation of the surrounding structure, ensures the smooth gas exchange between the first chamber 12 and the second chamber 21, and thus helps the air spring to perform stably.

[0060] By providing a reinforcing structure 5 around the outer ring of the damping air passage, the strength defects of the connecting end plate 11 can be compensated, the connecting end plate 11 can be prevented from being overloaded under pressure, and the reliability of the air spring assembly structure can be guaranteed.

[0061] Alternatively, the reinforcing structure 5 can be set on the side of the connecting end plate 11 facing the second chamber 21, or on the side of the connecting end plate 11 facing the first chamber 12, and the specific setting position can be selected and set according to actual needs.

[0062] Please see Figure 1 and Figure 3 In some embodiments, the reinforcing structure 5 includes a first reinforcing plate 51 and a plurality of second reinforcing plates 52; the first reinforcing plate 51 is disposed on the connecting end plate 11 and is an annular plate surrounding the damping air passage; the plurality of second reinforcing plates 52 are spaced around the outer peripheral wall of the first reinforcing plate 51 and all extend radially along the piston assembly 1.

[0063] Optionally, both the first reinforcing plate 51 and the second reinforcing plate 52 extend into the second chamber 21.

[0064] Preferably, both the first reinforcing plate 51 and the second reinforcing plate 52 extend into the first chamber 12 to avoid the reinforcing structure 5 occupying the internal volume of the second chamber 21, thereby ensuring the internal volume of the second chamber 21, which is the main chamber; at the same time, it can avoid damage to the airbag 2 by the first reinforcing plate 51 and the second reinforcing plate 52 when the airbag 2 contracts.

[0065] The first reinforcing plate 51 directly reinforces the outer edge around the damping air passage, while the second reinforcing plate 52 provides support from different directions. The two work together to more effectively disperse and bear the stress generated when the air spring is working, thereby improving the load-bearing capacity of the connecting end plate 11.

[0066] Specifically, the annular arrangement of the first reinforcing plate 51 enhances the circumferential support strength of the connecting end plate 11, and the radial support strength of the connecting end plate 11 can be increased by setting multiple second reinforcing plates 52.

[0067] In addition, both the first reinforcing plate 51 and the second reinforcing plate 52 extend into the first chamber 12, which not only enhances the strength of the part where the connecting end plate 11 is connected to the first chamber 12, but also strengthens the structure of the first chamber 12, making the entire piston assembly 1 more stable, which helps to maintain the stability of the internal pressure of the air spring and ensure its normal operation.

[0068] Furthermore, the first reinforcing plate 51 is arranged in a ring shape and surrounds the outer edge of the damping air passage. It can form a transition channel on the side of the damping air passage near the first chamber 12, thereby further buffering the airflow. The transition channel works with the damping air passage to enhance the damping characteristics, improve the buffering and shock absorption capacity, and improve the stability of the air spring assembly.

[0069] Optionally, the side of the second reinforcing plate 52 facing the outer peripheral wall of the first reinforcing plate 51 has an arc-shaped structure; preferably, four sets of the second reinforcing plate 52 are provided, and the four sets of the second reinforcing plate 52 are equally spaced.

[0070] In some embodiments, the reinforcing structure 5 includes a third reinforcing plate and a plurality of fourth reinforcing plates; the third reinforcing plate is disposed on the connecting end plate 11 and is an annular plate surrounding the damping air passage; the plurality of fourth reinforcing plates are placed inside the annular plate and are spaced around the inner peripheral wall of the first reinforcing plate 51, and each fourth reinforcing plate extends radially along the piston assembly 1.

[0071] Optionally, both the third and fourth reinforcing plates extend into the second chamber 21.

[0072] Preferably, both the third reinforcing plate and the fourth reinforcing plate extend into the first chamber 12.

[0073] The third reinforcing plate directly reinforces the outer edge around the damping air passage, and the fourth reinforcing plate provides support from different directions. The two work together to more effectively disperse and bear the stress generated when the air spring is working, thereby improving the load-bearing capacity of the connecting end plate 11.

[0074] Please see Figure 4 In some possible embodiments, the damping passage is a connecting slot 111 extending radially along the piston assembly 1.

[0075] It should be understood that, compared to the air vents or pipe connections in traditional technologies, the connecting gap 111 provided in this application can achieve more uniform and stable gas flow to a certain extent; therefore, by setting the damping air passage as a gap structure, the continuity and stability of the airflow process can be guaranteed, and blockage problems can be avoided.

[0076] Specifically, in traditional air vents, if the damping vent is blocked or partially blocked, or if the airflow is concentrated and impacts the vent, the impact force on the vent is too large and will affect the damping characteristics of the vent. Because the connecting gap 111 has a certain length, it can maintain the connection between the first chamber 12 and the second chamber 21 even in the case of partial blockage or concentrated airflow. It can also avoid the problem of sudden increase in impact force due to uneven chamber pressure. This helps the air spring assembly to adjust stiffness and damping more smoothly, improves the consistency and reliability of its performance, and effectively ensures the service life of the air spring assembly.

[0077] In addition, the structure of the connecting gap 111 is relatively simple, and it may be easier to achieve in the manufacturing process compared to the complex air passage processing technology, thus reducing the production difficulty and cost.

[0078] Preferably, the aforementioned connecting gap 111 is located at the center of the connecting end plate 11 and extends radially along the connecting end plate 11.

[0079] Please see Figure 4 In some embodiments, the connecting gap 111 is elongated, with a length not exceeding 80 mm and a width not exceeding 2 mm.

[0080] By rationally setting the length and width of the connecting gap 111, the lifting and flow rate between the first chamber 12 and the second chamber 21 can be precisely controlled, thereby achieving fine adjustment of the air spring stiffness and damping characteristics to meet the diverse needs for comfort and stability under different vehicle driving conditions, and thus meet various needs in the actual production process.

[0081] In addition, it should be understood that different vehicles or equipment have different performance requirements for air springs. By flexibly setting the parameters of the connecting gap 111, this air spring assembly can better adapt to a variety of application scenarios.

[0082] For example, for vehicles that require a softer damping effect, the size of the connecting gap 111 can be appropriately increased; while for applications that pursue higher stability, the size of the connecting gap 111 can be reduced, thereby optimizing the performance of the air spring and improving its versatility and applicability.

[0083] Please see Figure 5 In some possible embodiments, the damping air passage includes a plurality of damping orifices spaced apart.

[0084] By setting several damping holes, the problem of uneven airflow can be avoided, and the continuous operation of the air spring assembly can still be guaranteed even if one set of air holes is blocked.

[0085] Optionally, the specific number of damping holes is five, and the five damping holes are arranged in a ring around the center of the connecting end plate 11 and spaced apart.

[0086] Preferably, the damping holes are specifically a first air hole 112 and a plurality of second air holes 113; the first air hole 112 is located at the center of the connecting end plate 11; the plurality of second air holes 113 are arranged circumferentially around the first air hole 112.

[0087] The relative arrangement of the first vent 112 and the second vent 113 enables uniform gas distribution and transmission on the connecting end plate 11. Specifically, multiple second vents 113 are arranged around the first vent 112, allowing gas to enter or leave the first chamber 12 and the second chamber 21 from multiple directions. This avoids pressure imbalance caused by gas concentration in one place, ensuring the stability and uniformity of gas exchange between the first chamber 12 and the second chamber 21. This contributes to a smoother operation of the air spring and improves its overall performance.

[0088] Furthermore, it should be understood that the relatively regular structure of the first vent 112 and the multiple second vents 113 facilitates the use of conventional processing techniques during manufacturing, such as drilling. At the same time, this layout also facilitates accurate connection and positioning of air passages during assembly, reducing assembly difficulty and improving production efficiency and product quality consistency.

[0089] Please see Figure 5 In some embodiments, the diameter of the damping orifice does not exceed 1.5 mm.

[0090] The smaller orifice diameter limits the gas velocity and flow rate, making the air spring more precise and controllable in adjusting chamber pressure and performance. By appropriately setting the orifice diameter of the damping orifice, the problem of reduced damping effect due to an excessively large airflow orifice diameter is avoided.

[0091] Preferably, the number of damping holes does not exceed five; by reasonably controlling the number of damping holes, the problem of reduced damping effect due to too many airflow channels can be avoided.

[0092] Specifically, by limiting the diameter and number of the first vent 112 and the second vent 113, the flow rate of gas through the damping air passage can be precisely adjusted.

[0093] Furthermore, by rationally designing the diameter and number of air holes, precise adjustments to the stiffness and damping of the air spring can be achieved, meeting different demands for vehicle comfort and handling under various operating conditions. At the same time, even if a blockage occurs at one set of damping holes, the remaining damping holes ensure the stable and continuous operation of the air spring.

[0094] Optionally, when the damping orifice is specifically the first air hole 112 and the second air hole 113, the diameter of the first air hole 112 and the second air hole 113 shall not exceed 1.5mm; the number of the second air holes 113 shall not exceed four; the diameters of the first air hole 112 and the second air hole 113 shall be the same or not much different; specifically, the actual orifice size can be set according to the vehicle model and the applicable scenario.

[0095] In some embodiments, the damping air passage includes a second slit and a third air hole; the number of second slits and the number of third air holes can be set according to actual needs; specifically, the number of second slits and the number of third air holes do not exceed three.

[0096] For example, the damping air passage includes two second slits and a third air hole; the two second slits extend radially along the connecting end plate 11 and are symmetrically distributed on both sides of the center of the connecting end plate 11; the third air hole is located at the center of the connecting end plate 11 and the diameter of the third air hole does not exceed 1.5 mm.

[0097] For example, when the reinforcing structure 5 is a third reinforcing plate and a fourth reinforcing plate, one or more fourth reinforcing plates are provided between two adjacent second gaps to avoid mutual interference between the fourth reinforcing plate and the damping air passage.

[0098] For example, there are two second gaps and two third vents; the two second gaps extend radially along the connecting end plate 11 and are symmetrically distributed on both sides of the center of the connecting end plate 11; and a third vent is provided between two adjacent second gaps, and the two third vents are symmetrically arranged on both sides of the center of the connecting end plate 11.

[0099] Furthermore, the length of the second slit shall not exceed 35 mm and the width shall not exceed 2 mm; the diameter of the third pore shall not exceed 1.5 mm.

[0100] In some embodiments, the damping air passage includes two second slits and two third air holes; and a fourth air hole is also provided at the center of the connecting end plate 11, the diameter of the fourth air hole not exceeding 1.5 mm.

[0101] For example, when the reinforcing structure 5 consists of a third reinforcing plate and a fourth reinforcing plate, a fourth reinforcing plate is provided between each group of third air holes and second gaps to avoid mutual interference between the fourth reinforcing plate and the damping air passage.

[0102] Please see Figure 1 or Figure 3In some possible embodiments, one end of the airbag 2 extends toward the first chamber 12 through the connecting end plate 11 and forms an annular extension cavity 22 surrounding the first chamber 12. The inner sidewall of the annular extension cavity 22 abuts against the outer peripheral wall of the piston assembly 1. An outer sleeve 4 is provided over the airbag 2. The outer sleeve 4 extends toward the first chamber 12 along with the airbag 2 and extends past the bottom of the annular extension cavity 22 and surrounds the piston assembly 1.

[0103] Because an outer protective sleeve 4 is provided outside the airbag 2, on the one hand, the outer protective sleeve 4 can protect the airbag 2 and prevent the airbag 2 from bursting due to sudden pressure changes in the second chamber 21; on the other hand, the outer protective sleeve 4 can guide the gas flow in the airbag 2 and prevent the gas in the airbag 2 from deviating excessively in a certain direction, affecting the balance of the second chamber 21. Therefore, the stability and safety of the air spring assembly can be effectively improved.

[0104] By extending the airbag 2 and the outer protective sleeve 4 towards the second chamber, on the one hand, the sealing and tightness of the connection between the airbag 2 and the piston assembly 1 can be ensured; on the other hand, the outer protective sleeve 4 can extend upward to the outside of the first chamber 12 in conjunction with the airbag 2 to provide backup protection for the first chamber 12 and improve the safety of the air spring assembly.

[0105] It should be understood that the annular extension cavity 22 allows the airbag 2 to fit better against the piston assembly 1 during installation and operation, avoiding relative displacement or loosening between the airbag 2 and the piston assembly 1, ensuring the connection stability of the internal structure of the air spring, and helping to improve the working reliability of the air spring assembly.

[0106] By forming a three-layer protective structure consisting of a first chamber 12, an annular extension chamber 22, and an outer protective sleeve 4 at the piston assembly 1, the outer protective sleeve 4 can better wrap and protect the airbag 2 and the piston assembly 1. At the same time, improving the rationality of the spatial layout of the annular extension chamber 22 and the outer protective sleeve 4 helps to improve the overall protective performance of the air spring assembly, reduce the impact of external factors on its internal structure, and extend the service life of the air spring.

[0107] Please see Figure 1 or Figure 3 In some embodiments, the end of the airbag 2 forming the annular extension cavity 22 has an upward flange 23, which extends away from the second chamber 21; an upper buckle 6 is provided on the outer side of the upward flange 23, and the upper buckle 6 presses the upward flange 23 against the outer peripheral wall of the piston assembly 1; the end of the airbag 2 near the connecting end cover 3 has a lower extension edge 24, a lower buckle 7 is provided on the outer side of the lower extension edge 24, and the lower buckle 7 presses the lower extension edge 24 against the outer peripheral wall of the connecting end cover 3; an inner support ring 8 is provided inside the airbag 2, which surrounds the second chamber 21, and the inner support ring 8 presses the airbag 2 against the inner peripheral wall of the outer protective sleeve 4.

[0108] The upward-curved edge 23 facilitates the connection and installation of the upper retaining ring 6 between the airbag 2 and the piston assembly 1, which is beneficial for fixing the upper end of the airbag 2. The downward-extending edge 24 facilitates the connection and installation of the lower retaining ring 7 between the airbag 2 and the connecting end cap 3, which is beneficial for fixing the lower end of the airbag 2.

[0109] Specifically, multiple inner support rings 8 can be provided, and multiple inner support rings 8 are arranged radially at intervals along the piston assembly 1 to improve the support stability inside the airbag 2; the specific number of inner support rings 8 can be selectively set according to actual needs, but the number should not be too large to avoid affecting the extension and retraction movement of the airbag 2.

[0110] By setting the upper buckle 6 and the lower buckle 7, a sealing connection is achieved between the upper and lower ends of the airbag 2. It should be understood that a tight fit and fixation can reduce the possibility of gas leakage. The upper buckle 6 can press the airbag 2 and the piston assembly 1 together, improving the sealing of the connection between the airbag 2 and the piston assembly 1; the lower buckle 7 can press the airbag 2 and the connecting end cap 3 together, improving the sealing of the connection between the airbag 2 and the connecting end cap 3.

[0111] By setting the inner support ring 8, the airbag 2 is supported inside, effectively preventing the airbag 2 from shaking or shifting, and ensuring the working stability of the airbag 2. At the same time, the inner support ring 8 can press the airbag 2 tightly onto the outer protective sleeve 4, thereby enhancing the connection between the airbag 2 and the outer protective sleeve 4, which is conducive to the protection of the airbag 2 by the outer protective sleeve 4.

[0112] In summary, the coordinated use of the upper buckle 6, the lower buckle 7, and the inner support ring 8 can achieve all-round fixation of the airbag 2, thereby helping to improve the positional stability of the airbag 2 inside the air spring assembly, effectively preventing the airbag 2 from shaking, shifting, or twisting during operation, ensuring the normal working performance of the air spring, and improving its reliability and durability.

[0113] Please see Figure 6 In some embodiments, a limiting ring 9 is provided at the lower end of the airbag 2. The limiting ring 9 is sleeved on the lower end of the airbag 2, and the top surface of the limiting ring 9 abuts against the bottom of the second chamber 21.

[0114] By setting a limiting ring, the lower end of the airbag 2 is placed on top of the limiting ring 9, and an annular step surface is formed at the top of the limiting ring 9, thereby squeezing the bottom of the second chamber 21 into a preset outward convex shape on the annular step surface.

[0115] Specifically, the limiting ring 9 has a V-shaped cross section with the opening facing downwards, and the V-shaped tip side of the limiting ring 9 has a planar structure, and the aforementioned annular step surface is formed on the V-shaped tip side. After the lower end of the airbag 2 abuts against the plane on the V-shaped tip side, an arc curving upwards from the annular step surface is formed, thereby forming the preset shape of the second chamber 21.

[0116] Preferably, the limiting ring 9 is mounted on the lower buckle ring 7 and is pressed against the lower end of the airbag 2 by the lower buckle ring 7.

[0117] The limiting ring 9 further presses the lower end of the airbag 2 by pressing the lower buckle ring 7, thereby improving the sealing of the lower end of the airbag 2.

[0118] Furthermore, in order to accommodate the pre-set shape of the outward protrusion squeezed out from the bottom of the second chamber 21, an outward flange can be provided at the lower end of the outer sleeve 4, and the outward flange structure covers the protruding shape of the second chamber 21 so that the protruding shape at the lower end of the airbag 2 can protrude from between the lower end of the outer sleeve 4 and the connecting end cap 3.

[0119] The optimized structural design and manufacturing process of the air spring assembly provided in this application result in higher reliability and durability. Compared to existing technologies where air springs require numerous components for assembling stiffness valves, involve stringent assembly process control, and have a high scrap rate, this air spring assembly reduces the risk of failure caused by excessive parts and complex assembly, lowers vehicle maintenance costs and repair difficulty, and improves the vehicle's economic efficiency.

[0120] Based on the same inventive concept, embodiments of this application also provide a vehicle including an air spring assembly.

[0121] The vehicle provided in this application, by including an air spring assembly, has all the beneficial effects of an air spring assembly, which can save on the number of parts used, simplify the assembly process, reduce installation and processing costs, and improve stability and safety.

[0122] It should be understood that the air spring assembly provided in this application, through its unique structural design and gas communication method, effectively adjusts the performance of the vehicle's suspension system, reduces the impact of road bumps on the vehicle, and provides a smoother and more comfortable ride for passengers; at the same time, good stability helps to improve the vehicle's handling during driving and ensure driving safety.

[0123] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An air spring assembly, characterized in that, include: An airbag (2) is provided with both ends through it along the axial direction; one of the through ends of the airbag (2) is covered with a connecting end cap (3); A piston assembly (1) has a first chamber (12) extending axially along the piston assembly (1) inside; the piston assembly (1) includes a connecting end plate (11) for closing the end of the first chamber (12); the connecting end plate (11) closes another through end of the airbag (2) so that the airbag (2), the connecting end plate (11) and the connecting end cap (3) enclose a second chamber (21); The connecting end plate (11) is provided with a damping air passage, which is arranged through the piston assembly (1) along the axial direction to connect the first chamber (12) and the second chamber (21). The air spring assembly has a first working state and a second working state. In the first working state, there is a pressure difference between the first chamber (12) and the second chamber (21), and the airflow is buffered at the damping air passage. In the second working state, the pressure in the first chamber (12) and the second chamber (21) is equal, and the airflow flows slowly in the damping air passage.

2. The air spring assembly as claimed in claim 1, characterized in that, The connecting end plate (11) is provided with a reinforcing structure (5), which is a ring structure surrounding the damping air passage.

3. The air spring assembly as described in claim 2, characterized in that, The reinforcing structure (5) includes: The first reinforcing plate (51) is disposed on the connecting end plate (11) and is an annular plate surrounding the damping air passage; Multiple second reinforcing plates (52) are spaced apart around the outer peripheral wall of the first reinforcing plate (51) and all extend radially along the piston assembly (1); The first reinforcing plate (51) and the second reinforcing plate (52) both extend into the first chamber (12).

4. The air spring assembly as claimed in claim 1, characterized in that, The damping air passage is a connecting slit (111) extending radially along the piston assembly (1).

5. The air spring assembly as described in claim 4, characterized in that, The connecting gap (111) is elongated, with a length not exceeding 80mm and a width not exceeding 2mm.

6. The air spring assembly as claimed in claim 1, characterized in that, The damping air passage includes a number of damping holes spaced apart.

7. The air spring assembly as claimed in claim 6, characterized in that, The diameter of the damping orifice does not exceed 1.5 mm.

8. The air spring assembly as claimed in claim 1, characterized in that, One end of the airbag (2) extends toward the first chamber (12) through the connecting end plate (11) and forms an annular extension cavity (22) surrounding the first chamber (12). The inner wall of the annular extension cavity (22) abuts against the outer peripheral wall of the piston assembly (1). The airbag (2) is covered with an outer protective sleeve (4), which extends along the airbag (2) toward the first chamber (12), and extends through the bottom of the annular extension cavity (22), and surrounds the piston assembly (1).

9. The air spring assembly as claimed in claim 8, characterized in that, The end of the airbag (2) forming the annular extension cavity (22) has an upper flange (23), which extends away from the second chamber (21); an upper buckle (6) is provided on the outside of the upper flange (23), and the upper buckle (6) presses the upper flange (23) against the outer peripheral wall of the piston assembly (1); The airbag (2) has a lower extension edge (24) at one end near the connecting end cap (3), and a lower buckle ring (7) is provided on the lower extension edge (24), and the lower buckle ring (7) presses the lower extension edge (24) against the outer peripheral wall of the connecting end cap (3); The airbag (2) is provided with an inner support ring (8) surrounding the second chamber (21), and the inner support ring (8) presses the airbag (2) against the inner peripheral wall of the outer protective cylinder (4).

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

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