An air suspension system and a vehicle

Abstract

This utility model relates to an air suspension system and a vehicle, belonging to the field of vehicle technology, to at least solve the problem of increased manufacturing costs caused by the complex system used in the prior art to adjust the lifting height of the front and rear air springs to be consistent. The air suspension system provided in this application is for a vehicle and includes: an air supply assembly, a first air spring and a second air spring. The air supply assembly supplies air to the first and second air springs, which are located at one end and the other end of the vehicle in the longitudinal direction. The load of the vehicle body on the first air spring is greater than the load of the vehicle body on the second air spring. A throttling device is disposed between the second air spring and the air supply assembly, and the throttling device is used to limit the gas flow rate supplied by the air supply assembly to the second air spring.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, specifically to an air suspension system and a vehicle. Background Technology

[0002] With increasing demands for automotive comfort, air spring suspension systems, due to their adjustable stiffness and height, are widely used in high-end models. Existing air suspension systems typically include an air tank, air compressor, electronic control unit, front and rear air springs, and connecting pipes. Their working principle involves the electronic control unit adjusting the opening of a solenoid valve to control the inflation and deflation of air from the air tank to the air springs, thereby changing the suspension height to adapt to different road conditions. However, existing systems have some drawbacks: for example, asynchronous height adjustment. Due to differences in the pipe length, bending angle, and front and rear loads between the front and rear air springs and the air tank, the resistance of the high-pressure gas flowing through the air springs varies. During chassis height adjustment, the inconsistent lifting or lowering of the front and rear air springs can cause temporary vehicle tilting or center of gravity shift.

[0003] Current methods for improving synchronization mainly rely on adding independent solenoid valves or electronic feedback control systems. For example, a prior art method proposes a hub-driven electric vehicle air suspension system with multiple auxiliary air chambers, which monitors height and dynamically adjusts the flow rate of each air path using sensors. However, such solutions require additional electronic control components and algorithms, increasing manufacturing costs and system complexity. Utility Model Content

[0004] One of the objectives of this invention is to provide an air suspension system and vehicle to solve the problem of increased manufacturing costs caused by adjusting the height of the front and rear air springs to be consistent through a complex system in the prior art.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0006] According to a first aspect of this application, this application provides an air suspension system for a vehicle, the air suspension system comprising: an air supply assembly, a first air spring and a second air spring, the air supply assembly for supplying air to the first air spring and the second air spring, the first air spring and the second air spring being located at one end and the other end of the vehicle in a longitudinal direction, the load of the vehicle body on the first air spring being greater than the load of the vehicle body on the second air spring; and a throttling element disposed between the second air spring and the air supply assembly, the throttling element for limiting the gas flow rate supplied by the air supply assembly to the second air spring.

[0007] Based on the above technical means, the gas flow of the second air spring is limited by the throttling device, so that the inflation and deflation speed of the second air spring is matched with that of the first air spring with a larger load, thereby avoiding vehicle tilting or bumping caused by the different lifting heights of the front and rear air springs and improving driving comfort.

[0008] Furthermore, it also includes a first pipe and a second pipe, the first pipe being connected between the gas supply assembly and the first air spring, and the second pipe being connected between the gas supply assembly and the second air spring; a throttling device is connected between the second pipe and the gas supply assembly, and the throttling device is used to limit the gas flow rate in the second pipe to reduce the gas flow rate supplied by the gas supply assembly to the second air spring.

[0009] Based on the above-mentioned technical means, not only can the gas flow of the second air spring be precisely adjusted to ensure that the front and rear air springs move synchronously when adjusting the height, but the original structure is also modified less, which can effectively save costs.

[0010] Furthermore, the throttling element is a throttling pipe, and the inner diameter of the throttling pipe is smaller than the inner diameter of the second pipe.

[0011] Based on the above technical means, the throttling tube structure does not require complex components; the throttling effect can be generated simply by reducing the inner diameter, which is low in cost and easy to install.

[0012] Furthermore, the throttling element is a throttling valve, and the valve orifice area of ​​the throttling valve is smaller than the inner diameter of the second pipe.

[0013] Based on the above technical means, the throttle valve can dynamically adjust the valve orifice area according to different vehicle models or load requirements, thereby achieving more precise flow control and greater adaptability.

[0014] Furthermore, it also includes a first pipe and a second pipe, the first pipe being connected between the air supply assembly and the first air spring, and the second pipe being connected between the air supply assembly and the second air spring; the second pipe is formed as a throttling element, and the inner diameter of the second pipe is smaller than the inner diameter of the first pipe, so as to reduce the gas flow rate supplied by the air supply assembly to the second air spring.

[0015] Based on the above technical means, the throttling function can be achieved directly by changing the inner diameter of the pipe without the need for additional throttling components, which can further simplify the system structure and reduce assembly procedures and costs.

[0016] Furthermore, the outer diameter of the throttling device is the same as the outer diameter of the second pipe.

[0017] Based on the aforementioned technical methods, sections with the same outer diameter can be directly replaced with the original piping without altering the connection interfaces or support structures, thus reducing the difficulty and cost of modification. Simultaneously, it does not affect the original process, ensuring that the overall appearance and boundaries of the air suspension system remain unchanged, without impacting the aesthetics or layout design.

[0018] Furthermore, the throttling device is made of the same material as the second pipe.

[0019] Based on the above technical means, using the same material can avoid problems such as stress concentration and different aging rates caused by material differences, thus ensuring the reliability of the system for long-term use.

[0020] Furthermore, the inner diameter of the throttling device is greater than or equal to 0.125 times the inner diameter of the second pipe.

[0021] Based on the above technical means, limiting the lower limit of the inner diameter of the throttle element can prevent excessive throttle, ensure that the second air spring receives sufficient gas flow, and avoid sluggish suspension response due to insufficient flow.

[0022] Furthermore, the air supply component is positioned close to the second air spring.

[0023] According to the above-mentioned technical means, by placing the air supply component close to the second air spring, the pipe length can be shortened, the gas transmission time can be reduced, and the inflation and deflation response of the second air spring can be more timely, with better synchronization with the first air spring.

[0024] According to a second aspect of this application, this application provides a vehicle that includes the aforementioned air suspension system.

[0025] Based on the aforementioned technical means, the air suspension system allows vehicles to smoothly adjust their chassis height under different road conditions, reducing bumps and improving the driving experience.

[0026] The beneficial effects of this utility model are:

[0027] (1) This utility model precisely controls the flow rate on the low-load side by using a throttling device to eliminate the difference in lifting and lowering speeds and ensure vehicle stability.

[0028] (2) This utility model has a simple structure and low cost. It only requires the addition of a throttling pipe or valve to the existing pipeline without complicated modifications and can be compatible with the original production process. Attached Figure Description

[0029] Figure 1 This utility model provides a structural schematic diagram of an air suspension system;

[0030] Figure 2 for Figure 1 Schematic diagram of the structure of the throttling device;

[0031] Figure 3 for Figure 1 A cross-sectional view of the throttling device.

[0032] Reference numerals: 100, air suspension system; 10, air supply assembly; 20, first air spring; 30, second air spring; 40, throttle element; 50, first conduit; 60, second conduit. Detailed Implementation

[0033] The embodiments of this utility model will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be understood that the preferred embodiments are only for illustrating this utility model and not for limiting the scope of protection of this utility model.

[0034] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0035] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0036] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two).

[0037] In some embodiments, this application provides a vehicle with an air suspension system 100. Through the air suspension system 100, the vehicle can smoothly adjust its chassis height according to different road conditions, reducing bumps and improving the driving experience. This application does not specifically limit the type of vehicle; for example, the vehicle provided in this application can be an electric vehicle, a hybrid vehicle, or a solar-powered vehicle. Furthermore, the vehicle provided in this application can also be of different forms. For example, the vehicle provided in this application can be a sedan, a sport utility vehicle (SUV), or a multi-purpose vehicle (MPV).

[0038] Next, see Figures 1-3 The following describes an air suspension system provided in some embodiments of this application.

[0039] In some embodiments, see Figure 1 This application proposes an air suspension system for a vehicle. The air suspension system includes an air supply assembly 10, a first air spring 20, and a second air spring 30. The air supply assembly 10 supplies air to the first air spring 20 and the second air spring 30. The first air spring 20 and the second air spring 30 are located at one end and the other end of the vehicle in a longitudinal direction. The load on the first air spring 20 from the vehicle body is greater than the load on the second air spring 30 from the vehicle body. It should be noted that in this embodiment, there are two first air springs 20 and two air springs 30, and one end of the vehicle can be the front end of the vehicle, and the other end can be the rear end of the vehicle.

[0040] It should be noted that the air supply assembly 10 described in this embodiment may include an air storage tank, an air compressor, and an electronic control component, wherein the electronic control component may be a distribution valve or a solenoid valve assembly. The air compressor is connected to the air storage tank via a pipeline, and the air storage tank is connected to the electronic control component via a pipeline. It is understood that when air needs to be supplied to the first air spring 20 and the second air spring 30, the air compressor first generates high-pressure air, which is then dried and input into the air storage tank. Then, the electronic control component controls the flow of gas from the air storage tank into the first air spring 20 and the second air spring 30. When it is necessary to discharge the gas from the first air spring 20 and the second air spring 30, the electronic control component controls the gas in the first air spring 20 and the second air spring 30 to be discharged into the atmosphere.

[0041] A throttling element 40 is disposed between the second air spring 30 and the air supply assembly 10. The throttling element 40 is used to limit the gas flow rate supplied by the air supply assembly 10 to the second air spring 30, so that the lifting heights of the first air spring 20 and the second air spring 30 are consistent. It should be noted that the throttling element 40 described in this embodiment can be a throttling pipe, a throttling valve, or the pipe itself connected to the air spring.

[0042] For example, when the first air spring 20 is located at the front end of the vehicle body and the second air spring 30 is located at the rear end of the vehicle body, and the load of the vehicle body on the first air spring 20 is greater than the load of the vehicle body on the second air spring 30, the throttle element 40 is located between the second air spring 30 and the air supply assembly 10 to limit the gas flow rate supplied by the air supply assembly 10 to the second air spring 30, so that the lifting height of the first air spring 20 and the second air spring 30 are the same.

[0043] For example, when the first air spring 20 is located at the rear end of the vehicle body and the second air spring 30 is located at the front end of the vehicle body, and the load on the first air spring 20 by the vehicle body is greater than the load on the second air spring 30 by the vehicle body, the gas flow rate supplied by the air supply assembly 10 to the second air spring 30 is limited by placing the throttle element 40 between the second air spring 30 and the air supply assembly 10, so that the lifting height of the first air spring 20 and the second air spring 30 are the same.

[0044] Based on this, when the vehicle needs to move from a smooth road surface to a rougher road surface (such as a pothole), in order to ensure good passability, the electronic control components can be controlled to charge the gas in the air tank into the first air spring 20 and the second air spring 30 respectively, thereby increasing the vehicle's ground clearance. Since the load on the first air spring 20 is greater than the load on the second air spring 30, during the inflation process, a throttling device 40 is installed between the second air spring 30 and the air supply assembly 10 to reduce the flow rate 30 to the second air spring. By reducing the flow rate, the lifting speed of the second air spring 30 can be matched with that of the heavier first air spring 20, ultimately achieving the same lifting height for both the first and second air springs 20. This keeps the vehicle's center of gravity stable, avoids tilting and air pressure fluctuations, and thus improves the stability and comfort of the occupants inside the vehicle.

[0045] In some embodiments, see Figure 1 It also includes a first pipe 50 and a second pipe 60, the first pipe 50 being connected between the air supply assembly 10 and the first air spring 20, and the second pipe 60 being connected between the air supply assembly 10 and the second air spring 30.

[0046] For example, the first pipe 50 and the second pipe 60 described in this embodiment may each include two, that is, one end of the two first pipes 50 is connected to the air supply component 10 and the other end is connected to the corresponding first air spring 20, and one end of the two second pipes is connected to the air supply component 10 and the other end is connected to the corresponding second air spring 30.

[0047] For example, the first pipe 50 and the second pipe 60 described in this embodiment can also be pipes with one main branch and two branch lines. Taking the first pipe 50 being connected between the air supply component 10 and the first air spring 20 as an example, the main branch can be connected to the air supply component 10, and the two branch lines can be connected to the corresponding first air springs 20 respectively.

[0048] Throttling element 40 is connected between second pipe 60 and air supply assembly 10. Throttling element 40 is used to limit the gas flow rate in second pipe 60 to reduce the gas flow rate supplied by air supply assembly 10 to second air spring 30.

[0049] It should be noted that the throttling device 40 described in this embodiment can be connected between the second pipe 60 and the gas supply assembly 10, or it can be connected at the middle position of the second pipe 60. That is, the second pipe 60 is divided into two sections, and the throttling device 40 is connected between the two sections of the second pipe 60.

[0050] For example, when there are two second pipes 60, one end of each second pipe 60 is connected to the air supply assembly 10, and the other end is connected to the corresponding second air spring 30. In order to reduce the gas flow rate supplied by the air supply assembly 10 to the second air spring 30, a throttling device 40 can be provided between the two second pipes 60 and the air supply assembly 10, or a throttling device 40 can be provided at the middle position of the two pipes 60. The specific implementation method can be selected according to the actual situation and is not limited here.

[0051] For example, when the second pipeline 60 is a pipeline with a main branch and two branch lines, a throttling device 40 can be installed on one of the main branch lines 60, or throttling devices 40 can be installed on each of the two branch lines. The specific installation method can be selected according to the actual situation and is not limited here.

[0052] Understandably, by connecting the throttling element 40 between the second pipe 60 and the air supply assembly 10, the air flow rate entering the second air spring 30 can be adjusted without significantly altering the original structure, thus saving costs and making it suitable for mass production.

[0053] Based on this, the high-pressure gas is diverted via the air supply assembly 10 to the first pipe 50 (without throttling) and the second pipe 60 (via the throttling device 40). The throttling device 40 increases the flow resistance of the second pipe 60, reducing the flow rate to the second air spring 30. Since the second air spring 30 has a smaller load, the reduced flow rate matches its lifting speed with that of the first air spring 20, which has a larger load. Ultimately, this achieves the same lifting height for both the first and second air springs 20, keeping the vehicle's center of gravity stable and preventing tilting and air pressure fluctuations.

[0054] In some embodiments, see Figures 1-3 The throttling element 40 is a throttling tube, and the inner diameter of the throttling tube is smaller than the inner diameter of the second pipe 60. It can be understood that the throttling tube structure does not require complex components; the throttling effect can be generated simply by reducing the inner diameter, which has the advantages of low cost and convenient installation.

[0055] For example, when the throttling device 40 is a throttling pipe, the throttling device 40 can be connected between the second pipe 60 and the gas supply assembly 10, or between the two sections of the second pipe 60, or connected inside the second pipe 60 and sealed to the inner wall of the second pipe 60.

[0056] Based on this, by designing the inner diameter of the throttling tube to be smaller than the inner diameter of the second pipe 60, the flow resistance of the second pipe 60 can be increased, and the flow rate to the second air spring 30 can be reduced.

[0057] Alternatively, the throttling element 40 can also be a throttling valve, with the valve orifice area smaller than the inner diameter of the second pipe 60. It is understandable that by designing the throttling element 40 as a throttling valve, the valve orifice area can be dynamically adjusted according to different vehicle models or load requirements, achieving more precise flow control.

[0058] In some embodiments, see Figure 1 It also includes a first pipe 50 and a second pipe 60, the first pipe 50 being connected between the air supply assembly 10 and the first air spring 20, and the second pipe 60 being connected between the air supply assembly 10 and the second air spring 30.

[0059] The second pipe 60 is formed as a throttling element 40, and the inner diameter of the second pipe 60 is smaller than the inner diameter of the first pipe 50, so as to reduce the gas flow rate supplied by the air supply assembly 10 to the second air spring 30.

[0060] For example, the second pipe 60 described in this embodiment is formed as a throttling element 40. It can be a part of the second pipe 60, for example, a section of the second pipe 60 can be designed with an inner diameter smaller than that of the first pipe 50. Alternatively, the entire second pipe 60 can be used as the throttling element 40. Specific implementation methods can be selected according to actual conditions and are not limited here.

[0061] Understandably, by forming the second pipe 60 as a throttling element 40, the throttling function can be achieved directly by changing the inner diameter of the pipe without the need for additional throttling elements, which can further simplify the system structure and reduce assembly procedures and costs.

[0062] In some embodiments, see Figure 1 The outer diameter of the throttling element 40 is the same as the outer diameter of the second pipe 60. Understandably, when the throttling element 40 is used as a throttling pipe, designing the outer diameter of the throttling element 40 to be the same as the outer diameter of the second pipe 60 not only facilitates the replacement of the original pipe part (for example, removing part of the second pipe 60 and replacing it with a throttling pipe), but also does not require changing the connection interface, which is convenient for installation, reduces the difficulty and cost of modification, and does not affect the appearance and layout design.

[0063] In addition, the throttling element 40 is made of the same material as the second pipe 60. Understandably, using the same material not only facilitates connection (e.g., the same material facilitates welding), but also avoids problems such as stress concentration and different aging rates caused by material differences, thus ensuring the long-term reliability of the entire air suspension system.

[0064] In some embodiments, see Figure 1 The inner diameter of the throttling element 40 is greater than or equal to 0.125 times the inner diameter of the second pipe 60.

[0065] It should be noted that when the throttling element 40 is used as a throttling tube, the inner diameter and length of the throttling tube need to be determined using CFD calculation methods according to different vehicle models.

[0066] For example, when the inner diameter of the second pipe 60 is 4mm, the inner diameter of the throttle tube can be 0.5mm, or even 2mm, or any value between 0.5mm and 2mm. When the inner diameter of the throttle tube is 0.5mm, the length of the throttle tube can be 2mm; when the inner diameter of the throttle tube is 2mm, the length of the throttle tube can be 200mm. The length of the throttle tube can be any value between 2mm and 200mm. Specific setting parameters can be selected according to actual conditions and are not limited here. It can be understood that, through the above setting parameters, when the throttle element 40 is connected between the second pipe 60 and the air supply assembly 10, the throttle element 40 can effectively increase the flow resistance of the second pipe 60, reduce the flow rate to the second air spring 30, thereby matching the lifting speed of the second air spring 30 with the first air spring 20 with a larger load, so as to achieve the same lifting height of the first air spring 20 and the second air spring 30, keep the vehicle's center of gravity stable, and avoid tilting and air pressure fluctuations.

[0067] In addition, by setting the lower limit of the inner diameter of the throttle tube to 0.5mm, excessive throttling can prevent the second air spring 30 from failing to lift.

[0068] For example, if the inner diameter of the second pipe 60 is 4 mm, and the inner diameter of the throttling tube is less than 0.5 mm, the flow resistance of the gas flowing through the second pipe 60 may be too high, and the lifting time of the second air spring 30 may be too long, thus rendering it impractical.

[0069] For example, when the inner diameter of the second pipe 60 is 4 mm, the length of the first pipe 50 is about 6000 mm, and the length of the second pipe 60 is about 2000 mm, then the resistance difference between the first pipe 50 and the second pipe 60 is about 0.5 bar.

[0070] If the vehicle body load acting on the first air spring 20 is 9 bar and the vehicle body load acting on the second air spring 30 is 6.5 bar, then the resistance difference between the first air spring 20 and the second air spring 30 is 2.5 bar.

[0071] Therefore, the total difference in resistance between the first air spring 20 and the second air spring 30 is the difference in resistance between the first pipe 50 and the second pipe 60 plus the difference in load resistance between the first air spring 20 and the second air spring 30, which is 3 bar.

[0072] At this point, the inner diameter D of the throttling element 40 is designed to be 0.7 mm, and the length L is 10 mm (the flow resistance of this throttling element 40 in the air suspension system is calculated to be approximately 3 bar using CFD software). Therefore, different vehicle models, loads, and pipe lengths will result in varying resistance values, ranging from approximately 0.6 to 5 bar. Thus, if adjustments to the integrated lifting mechanism are needed for different vehicles, a throttling element 40 can be added to the pipe connected to the low-resistance air spring. The throttling parameters (inner diameter, length) can be customized for each vehicle model based on CFD simulation to accommodate different resistance requirements.

[0073] It is understandable that the load resistance acting on the first air spring 20 is greater than the load resistance acting on the second air spring 30. Because the second air spring 30 has a smaller load, it lifts faster at the same flow rate. By adding a throttling device 40 to the air supply path of the second air spring 30 to actively reduce its intake flow rate, the lifting speeds of the first air spring 20 and the second air spring 30 can be matched.

[0074] In some embodiments, see Figure 1 The air supply assembly 10 is positioned close to the second air spring 30. It is understood that by positioning the air supply assembly 10 close to the second air spring 30, the pipe length between the air supply assembly 10 and the second air spring 30 can be shortened, the difference in pipe resistance can be reduced, and the synchronization accuracy of the first air spring 20 and the second air spring 30 can be further improved.

[0075] The above embodiments are merely preferred embodiments provided to fully illustrate the present utility model, and the protection scope of the present utility model is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present utility model are all within the protection scope of the present utility model.

Claims

1. An air suspension system for a vehicle, characterized in that, include: Gas supply assembly (10); A first air spring (20) and a second air spring (30), wherein the air supply assembly (10) is used to supply air to the first air spring (20) and the second air spring (30), the first air spring (20) and the second air spring (30) are located at one end and the other end of the vehicle in the front-rear direction, and the load of the vehicle body on the first air spring (20) is greater than the load of the vehicle body on the second air spring (30); A throttling element (40) is disposed between the second air spring (30) and the air supply assembly (10), and the throttling element (40) is used to limit the gas flow rate supplied by the air supply assembly (10) to the second air spring (30).

2. The air suspension system according to claim 1, characterized in that, It also includes a first pipe (50) and a second pipe (60), the first pipe (50) being connected between the air supply assembly (10) and the first air spring (20), and the second pipe (60) being connected between the air supply assembly (10) and the second air spring (30); The throttling device (40) is connected between the second pipe (60) and the air supply assembly (10). The throttling device (40) is used to limit the gas flow rate in the second pipe (60) to reduce the gas flow rate supplied by the air supply assembly (10) to the second air spring (30).

3. The air suspension system according to claim 2, characterized in that, The throttling element (40) is a throttling pipe, and the inner diameter of the throttling pipe is smaller than the inner diameter of the second pipe (60).

4. The air suspension system according to claim 2, characterized in that, The throttling element (40) is a throttling valve, and the valve orifice area of ​​the throttling valve is smaller than the inner diameter of the second pipe (60).

5. The air suspension system according to claim 1, characterized in that, It also includes a first pipe (50) and a second pipe (60), the first pipe (50) being connected between the air supply assembly (10) and the first air spring (20), and the second pipe (60) being connected between the air supply assembly (10) and the second air spring (30); The second pipe (60) is formed as the throttling element (40), and the inner diameter of the second pipe (60) is smaller than the inner diameter of the first pipe (50) to reduce the gas flow rate supplied by the air supply assembly (10) to the second air spring (30).

6. The air suspension system according to claim 3, characterized in that, The outer diameter of the throttling device (40) is the same as the outer diameter of the second pipe (60).

7. The air suspension system according to claim 3, characterized in that, The throttling device (40) is made of the same material as the second pipe (60).

8. The air suspension system according to claim 3, characterized in that, The inner diameter of the throttling device (40) is greater than or equal to 0.125 times the inner diameter of the second pipe (60).

9. The air suspension system according to claim 1, characterized in that, The air supply assembly (10) is located near the second air spring (30).

10. A vehicle, characterized in that: Includes the air suspension system (100) as described in any one of claims 1-9.

Images