Air spring shock absorber assembly and vehicle

Abstract

This application relates to the field of vehicle technology and discloses an air spring shock absorber assembly and a vehicle. The air spring shock absorber assembly includes a shock absorber and an air spring. The air spring includes a main body, a piston, a first mounting seat, and a second mounting seat. The limiting main body has an air chamber, which is arranged around the outside of the limiting piston. The first limiting mounting seat is fixed to the end of the limiting shock absorber facing the limiting air chamber, and the second limiting mounting seat is fixed to the side wall of the limiting shock absorber. The limiting piston is sleeved on the outside of the limiting shock absorber, the first limiting mounting seat, and the second limiting mounting seat. The first limiting mounting seat and the limiting piston are in a circumferential limiting engagement with the limiting shock absorber, and the second limiting mounting seat and the limiting piston are in a radial pressing engagement with the limiting shock absorber. The air spring shock absorber assembly disclosed in this application achieves both suppression of relative rotation between the air spring and the shock absorber while ensuring their detachability, thus reducing maintenance costs.

Description

Technical Field

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

[0002] In the vehicle's front suspension system, although the double wishbone structure eliminates the steering function of the front strut of the air spring, when the vehicle experiences wheel swing, vertical movement, or lateral force, the motion characteristics of the suspension structure will cause a torsional moment between the upper and lower mounting points of the air spring front strut. This may cause relative rotation between the air spring and the shock absorber, resulting in problems such as abnormal steering noise from the front strut.

[0003] Existing solutions typically fall into two categories: one is to suppress relative rotation through an interference fit between the air spring and the shock absorber end face; the other is to absorb torsional energy by utilizing the flexible deformation of the bladder's rubber material. However, while the interference fit solutions can eliminate abnormal noise, they place higher demands on the sealing performance of the shock absorber's oil seal. Furthermore, when either the air spring or any component of the shock absorber needs to be replaced, the disassembly process involving the interference fit can easily damage the parts, forcing a complete replacement and increasing maintenance costs. Utility Model Content

[0004] In view of this, this application provides an air spring shock absorber assembly and a vehicle that achieves both the suppression of relative rotation between the air spring and the shock absorber while ensuring their detachability, thereby reducing maintenance costs.

[0005] On one hand, this application provides an air spring damper assembly, including a damper and an air spring. The air spring includes a body, a piston, a first mounting seat, and a second mounting seat. The body has an air chamber, which is disposed around the outside of the piston. The first mounting seat is fixed to one end of the damper facing the air chamber. The second mounting seat is fixed to the side wall of the damper. The piston is sleeved on the outside of the damper, the first mounting seat, and the second mounting seat.

[0006] The first mounting base is circumferentially positioned with the piston along the damper, and the second mounting base is radially pressed with the piston along the damper.

[0007] In one possible implementation, one of the outer wall of the first mounting base and the piston is provided with a limiting rib, and the other is provided with a limiting groove. The limiting rib is fitted into the limiting groove so that the first mounting base and the piston are in a limiting engagement.

[0008] In one possible implementation, the limiting rib is formed on the outer wall of the first mounting base and extends axially along the damper.

[0009] The piston includes a first end facing the air chamber and a second end away from the air chamber, the first end having an opening through which the first mounting seat passes, and the limiting groove being formed on the inner wall of the opening.

[0010] In one possible implementation, the limiting ribs are a plurality of ribs spaced apart circumferentially along the damper, and the limiting grooves are a plurality of ribs corresponding to the limiting ribs.

[0011] In one possible implementation, the limiting groove and the limiting rib are in clearance fit.

[0012] In one possible implementation, the piston includes a first end of the air chamber and a second end away from the air chamber, the piston includes a pressing section located at the second end, and the second mounting base includes a pressing engagement section;

[0013] Along the axial direction of the damper and from the first end toward the second end, the inner diameter of the pressing section gradually increases, the outer diameter of the pressing mating section gradually increases, and the inner wall of the pressing section fits against the outer wall of the pressing mating section.

[0014] In one possible implementation, the piston further includes a flat section located on the side of the pressing section facing the first end;

[0015] The second mounting base includes a flat mating section, which is inserted between the flat section and the outer wall of the shock absorber.

[0016] In one possible implementation, the air spring damper assembly further includes a sealing ring disposed between the piston and the damper, the sealing ring being located at the end of the second mounting seat facing the first mounting seat.

[0017] In one possible implementation, the outer wall of the shock absorber is provided with a support platform, and the second mounting seat is provided with an installation space that cooperates with the support platform. The support platform is embedded in the installation space so that the second mounting seat is fixed to the support platform.

[0018] On the other hand, this application also provides a vehicle including the above-described air spring shock absorber assembly.

[0019] The air spring shock absorber assembly and vehicle provided in this application embodiment, through the synergistic effect of the circumferential limiting design between the first mounting seat and the piston, and the radial inclined surface pressing design between the second mounting seat and the piston, suppress the relative rotation of the air spring and the shock absorber while maintaining a detachable structure, suppressing steering noise caused by suspension movement, and also realizing the individual disassembly of the air spring or the shock absorber, reducing maintenance costs.

[0020] In addition, the frictional force of the inclined surface between the second mounting base and the piston can be increased with the increase of load, which prevents the risk of abnormal steering noise caused by the increase of load in the prior art and can adapt to the anti-rotation requirements under different working conditions. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the air spring damper assembly according to an embodiment of this application;

[0022] Figure 2 for Figure 1 A schematic diagram of the structure of the first mounting base;

[0023] Figure 3 for Figure 1 Schematic diagram of the middle piston;

[0024] Figure 4 for Figure 1 Assembly diagram of the middle piston and the second mounting base;

[0025] Figure 5 for Figure 1 A schematic diagram of the structure of the vibration damper.

[0026] Figure label:

[0027] 10 - Air spring shock absorber assembly;

[0028] 100 - Vibration damper; 110 - Support platform;

[0029] 200 - Air spring; 210 - Main body; 211 - Air chamber; 220 - Piston; 221 - First end; 222 - Second end; 223 - Opening; 224 - Pressing section; 225 - Straight section; 230 - First mounting base; 240 - Second mounting base; 241 - Pressing mating section; 242 - Straight mating section; 243 - Installation space;

[0030] 310 - Limiting rib; 320 - Limiting groove;

[0031] 400 - Sealing ring. Detailed Implementation

[0032] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0033] In the embodiments of this application, 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 indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0034] Furthermore, in the embodiments of this application, directional terms such as "upper," "lower," "left," and "right" are defined relative to the orientation of the components shown in the accompanying drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the orientation of the components in the accompanying drawings.

[0035] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can mean a fixed connection, a detachable connection, or an integral part; it can mean a direct connection or an indirect connection through an intermediate medium.

[0036] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0037] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0038] In the existing technology, in the front suspension system of a vehicle, although the double wishbone structure of the front suspension eliminates the steering function of the front strut of the air spring, when the vehicle experiences wheel swing, vertical bounce or lateral force, the motion characteristics of the suspension structure will cause torsional torque between the upper and lower mounting points of the front strut of the air spring, which may cause relative rotation between the air spring and the shock absorber, and thus produce problems such as abnormal steering noise of the front strut.

[0039] Existing solutions typically fall into two categories: one is to suppress relative rotation through an interference fit between the air spring and the shock absorber end face; the other is to absorb torsional energy by utilizing the flexible deformation of the bladder's rubber material. However, while the interference fit solutions can eliminate abnormal noise, they place higher demands on the sealing performance of the shock absorber's oil seal. Furthermore, when either the air spring or any component of the shock absorber needs to be replaced, the disassembly process involving the interference fit can easily damage the parts, forcing a complete replacement and increasing maintenance costs.

[0040] Based on this, this application provides an air spring shock absorber assembly and a vehicle. Through the synergistic effect of the circumferential limiting design between the first mounting base and the piston, and the radial inclined surface pressing design between the second mounting base and the piston, the relative rotation between the air spring and the shock absorber is suppressed while maintaining a detachable structure. This suppresses steering noise caused by suspension movement and also allows for individual disassembly of the air spring or shock absorber, reducing maintenance costs. Furthermore, the frictional force of the inclined surface fit between the second mounting base and the piston increases with increasing load, preventing the risk of steering noise due to increased load in the prior art, and adapting to anti-rotation requirements under different operating conditions.

[0041] The specific details of the embodiments of this application are described below with reference to the accompanying drawings.

[0042] refer to Figures 1 to 5 On one hand, this application provides an air spring damper assembly 10, including a damper 100 and an air spring 200. The air spring 200 is an air spring, comprising a body 210, a piston 220, a first mounting base 230, and a second mounting base 240. The body 210 has an air chamber 211. Optionally, the body 210 may include a rubber bladder defining the air chamber 211, which can be inflated or deflated to adjust the stiffness of the air spring 200.

[0043] An air chamber 211 is arranged around the outside of the piston 220. A first mounting seat 230 is fixed to one end of the damper 100 facing the air chamber 211. A second mounting seat 240 is fixed to the side wall of the damper 100. The piston 220 is sleeved on the outside of the damper 100, the first mounting seat 230, and the second mounting seat 240. The first mounting seat 230 and the piston 220 are circumferentially limited to each other in the damper 100. The second mounting seat 240 and the piston 220 are radially pressed together in the damper 100.

[0044] Optionally, the first mounting base 230 and the piston 220 can be circumferentially limited and matched by the limiting rib 310 and the limiting groove 320. This circumferential limiting and matching design can limit the relative rotation between the piston 220 and the first mounting base 230. For example, this can be achieved by setting an axially extending rib on the outer wall of the first mounting base 230 and opening a corresponding limiting groove 320 on the inner wall of the opening 223 of the piston 220.

[0045] Optionally, the second mounting base 240 and the piston 220 can be radially pressed together with the damper 100 by generating frictional resistance through inclined contact. For example, a pressing section 224 with an increasing inner diameter can be provided at the lower end of the piston 220, and a pressing section 241 with an increasing outer diameter can be provided on the second mounting base 240, so that the inclined surfaces of the two are pressed together to form a clamping force.

[0046] Specifically, when the air chamber 211 is filled with air, the piston 220 moves downward under the action of air pressure. The inclined surface of the pressing section 224 on the piston 220 is in close contact with the inclined surface of the pressing mating section 241 of the second mounting seat 240. The friction force generated by the contact surface can resist the torsional torque and prevent the air spring and the shock absorber 100 from rotating relative to each other. In addition, the circumferential limiting structure of the first mounting seat 230 can also prevent the piston 220 from rotating, further eliminating the rotation tendency.

[0047] When disassembly is required, after depressurization, the inclined contact between the second mounting seat 240 and the piston 220 is released, and the small gap between the limiting rib 310 and the limiting groove 320 between the first mounting seat 230 and the piston 220 allows the piston 220 to separate from the first mounting seat 230, thus enabling convenient disassembly.

[0048] As can be seen, compared with the existing technology, the existing solution relies on interference fit, which makes the air spring and shock absorber unable to be disassembled separately. In this solution, through the circumferential limiting design between the first mounting seat 230 and the piston 220, and the radial inclined surface pressing design between the second mounting seat 240 and the piston 220, the air spring and shock absorber 100 are suppressed from relative rotation while maintaining a detachable structure, suppressing steering noise caused by suspension movement, and also realizing the individual disassembly of the air spring or shock absorber, reducing maintenance costs.

[0049] In addition, the frictional force of the inclined surface fit between the second mounting base 240 and the piston 220 can be increased with the increase of load, which prevents the risk of abnormal steering noise caused by the increase of load in the prior art and can adapt to the anti-rotation requirements under different working conditions.

[0050] In some embodiments, combined with Figures 2 to 4One of the outer wall of the first mounting base 230 and the piston 220 is provided with a limiting rib 310, and the other is provided with a limiting groove 320. The limiting rib 310 is fitted into the limiting groove 320 so that the first mounting base 230 and the piston 220 are limited and fitted together.

[0051] The limiting rib 310 can be a protruding structure extending along the axial direction of the damper 100, and can be realized by metal stamping or injection molding. Optionally, its cross-sectional shape can be rectangular, trapezoidal or other polygonal. The limiting rib 310 is used to form a mechanical barrier in the circumferential direction to prevent the piston 220 from rotating relative to the first mounting seat 230.

[0052] The limiting groove 320 can be a recessed structure that matches the shape of the limiting rib 310, and can be achieved by machining or molding. Optionally, the depth of the limiting groove 320 can be slightly greater than the height of the limiting rib 310 to accommodate the limiting rib 310. In this way, by restricting the range of movement of the limiting rib 310, the circumferential displacement is limited while ensuring the axial assembly freedom of the shock absorber and the air spring 200.

[0053] By replacing the existing interference fit with a mechanical limiting structure consisting of limiting rib 310 and limiting groove 320, the influence of circumferential torsional torque is eliminated, and potential damage to parts during disassembly is avoided. The rigid structure ensures the reliability of the circumferential constraint. This solves the problem of increased maintenance costs caused by the difficulty in disassembling the air spring 200 and shock absorber 100, and also suppresses steering noise through the rigid limiting structure. Furthermore, the clearance fit between the limiting rib 310 and limiting groove 320 allows for repeated disassembly and reassembly of the air spring 200 and shock absorber 100, avoiding the additional load on the oil seal caused by the interference fit and extending the service life of the seal.

[0054] In some embodiments, combined with Figures 2 to 4 The limiting rib 310 is formed on the outer wall of the first mounting base 230 and extends along the axial direction of the damper 100. The piston 220 includes a first end 221 facing the air chamber 211 and a second end 222 away from the air chamber 211. The first end 221 has an opening 223 through which the first mounting base 230 passes. The limiting groove 320 is formed on the inner wall of the opening 223.

[0055] The limiting rib 310 can be a protruding structure on the outer wall of the first mounting base 230, used to form a circumferential limiting with the limiting groove 320 of the piston 220. The opening 223 can be an opening structure provided at the first end 221 of the piston 220, and its inner diameter can be slightly larger than the outer diameter of the first mounting base 230, so as to facilitate guiding the first mounting base 230 into the piston 220 during assembly. The limiting groove 320 can be a recessed structure provided on the inner wall of the opening 223. Optionally, the depth of the limiting groove 320 can match the height of the limiting rib 310.

[0056] Specifically, the first mounting base 230 can cooperate with the limiting groove 320 on the inner wall of the opening 223 of the piston 220 through the limiting rib 310 on the outer wall. During the assembly process, the limiting rib 310 slides into the limiting groove 320 along the axial direction. After the installation is completed, the first mounting base 230 and the piston 220 form a circumferential constraint.

[0057] As can be seen, the open end 223 of the piston 220 allows the first mounting seat 230 to be inserted axially, while the fit between the limiting groove 320 and the limiting rib 310 prevents relative rotation between the piston 220 and the first mounting seat 230. This structure ensures ease of assembly while also achieving torque transmission through rigid contact, avoiding the disassembly difficulties caused by interference fits.

[0058] The design of the limiting rib 310 and the limiting groove 320 realizes the establishment of a detachable rigid limiting structure between the air spring 200 and the shock absorber 100, which effectively suppresses the relative rotation between the two under steering conditions, and also avoids the increase in maintenance costs caused by interference fit in the prior art.

[0059] In some embodiments, combined with Figures 2 to 4 The limiting ribs 310 are multiple ones distributed at intervals along the circumference of the damper 100, and the limiting grooves 320 are multiple ones corresponding to the limiting ribs 310.

[0060] The limiting rib 310 can be a protruding structure provided on the outer wall of the first mounting base 230. Optionally, the limiting member can be a strip-shaped protrusion evenly arranged in the circumferential direction to form a circumferential constraint with the limiting groove 320 of the piston 220. The limiting groove 320 can be a recessed structure opened in the inner wall of the opening 223 of the piston 220. Its number and position can match the number of limiting ribs 310 to accommodate the limiting ribs 310 and limit their circumferential displacement.

[0061] Optionally, the multiple limiting ribs 310 can be evenly arranged in a ring array, for example, combined with Figure 2 There can be 6 limiting ribs 310, that is, one limiting rib 310 is arranged every 60 degrees, so as to form multiple limiting points in the circumferential direction.

[0062] Specifically, the outer wall of the first mounting base 230 is provided with multiple circumferentially spaced limiting ribs 310, and the inner wall of the piston 220 opening 223 is provided with the same number of limiting grooves 320. After the limiting ribs 310 are embedded in the limiting grooves 320, circumferential limiting is achieved through multi-point contact, while allowing axial relative movement. Since the limiting ribs 310 and the limiting grooves 320 are evenly distributed circumferentially, the load is distributed to multiple contact points, avoiding local stress concentration.

[0063] By using multiple circumferentially spaced limiting ribs 310 to cooperate with limiting grooves 320, disassembly damage caused by interference fit is avoided. Furthermore, the multi-point limiting improves the torsional resistance, thereby reducing the stress at a single contact point, reducing the risk of local wear, and extending the life of the parts.

[0064] In some embodiments, the limiting groove 320 and the limiting rib 310 are in clearance fit.

[0065] It is understood that a clearance fit can be used to maintain an assembly gap between the limiting rib 310 and the limiting groove 320. For example, the assembly gap can be 0.1-0.3 mm.

[0066] The clearance fit design avoids the difficulty of disassembling the air spring 200 and the shock absorber 100 due to the complete interference between the limiting groove 320 and the limiting rib 310. In addition, when the air spring 200 and the shock absorber 100 are subjected to torsional torque, the clearance fit absorbs assembly errors and thermal expansion and contraction deformation, preventing abnormal noise caused by hard contact.

[0067] In addition, during disassembly, the limiting rib 310 can slide out axially along the limiting groove 320 to avoid damage to the parts caused by interference fit, thus achieving non-destructive separation of the air spring 200 and the shock absorber 100.

[0068] In some embodiments, combined with Figure 1 , Figure 3 and Figure 4 The piston 220 includes a first end 221 located on the side of the air chamber 211 and a second end 222 located away from the air chamber 211. The second end 222 of the piston 220 is provided with a pressing section 224. The second mounting seat 240 includes a pressing mating section 241. Along the axial direction of the damper 100 from the first end 221 to the second end 222, the inner diameter of the pressing section 224 gradually increases, the outer diameter of the pressing mating section 241 gradually increases, and the inner wall of the pressing section 224 fits against the outer wall of the pressing mating section 241.

[0069] The pressing section 224 can be implemented using an annular inclined surface with a linearly increasing inner diameter, the angle of which can match the conical outer wall of the pressing mating section 241. The pressing mating section 241 can be a conical structure formed on the outer surface of the second mounting base 240, which can be implemented using an annular boss with a linearly increasing outer diameter, and can form a surface contact with the inner wall of the pressing section 224.

[0070] Specifically, when the air spring is inflated, the pressure in the air chamber 211 pushes the piston 220 towards the second mounting seat 240, causing the conical inner wall of the pressing section 224 to fully engage with the conical outer wall of the pressing mating section 241. The frictional force generated at the contact surfaces of the two effectively suppresses the relative rotation between the piston 220 and the shock absorber 100.

[0071] In addition, as the vehicle load increases, the pressure in the air chamber 211 increases simultaneously, and the normal pressure and friction of the conical contact surface increase, thereby adapting to the anti-torsion requirements under different working conditions.

[0072] Thus, by designing the cone-face contact pressure section 224 and the pressure-fitting section 241, the shock absorber 100 and the air spring 200 are detachable, while the anti-torsion mechanism is achieved by utilizing the pressure adaptive friction mechanism of the air chamber 211. In addition, the cone-face fit structure between the second mounting base 240 and the piston 220 allows for separate maintenance, reducing maintenance costs.

[0073] In some embodiments, combined with Figure 1 , Figure 3 and Figure 4 The piston 220 also includes a straight section 225, which is located on the side of the pressing section 224 facing the first end 221; the second mounting base 240 includes a straight mating section 242, which is inserted between the straight section 225 and the outer wall of the shock absorber 100.

[0074] The straight section 225 can be a cylindrical region on the piston 220 adjacent to the pressing section 224 and with a constant inner diameter. It is suitable for guiding the straight mating section 242 and also suppresses radial displacement between the second mounting seat 240 and the piston 220. The straight mating section 242 can be a columnar structure on the second mounting seat 240 with an outer diameter matching the inner diameter of the straight section 225. It is suitable for insertion into the gap between the straight section 225 and the outer wall of the damper 100.

[0075] Specifically, the inner wall of the straight section 225 and the outer wall of the straight mating section 242 form a clearance fit or a transition fit. When the damper 100 is under load, the inner wall of the straight section 225 and the outer wall of the straight mating section 242 come into contact and move relative to each other.

[0076] Optionally, the axial length of the straight mating section 242 may be slightly less than the axial length of the straight section 225, so that the insertion can be completed by axial movement during assembly. Optionally, the end of the straight section 225 is smoothly connected to the beveled transition area of ​​the pressing section 224 to avoid stress concentration.

[0077] By designing the plug-in structure of the straight section 225 and the straight mating section 242, the guiding fit between the second mounting seat 240 and the piston 220 is realized. It also suppresses the radial displacement of the two caused by the suspension movement, avoids abnormal noise caused by the expansion of the gap, and ensures the axial movement freedom of the second mounting seat 240 and the piston 220. While realizing the anti-torsion function, it maintains the normal movement characteristics of the suspension system.

[0078] In addition, the insertion structure of the straight section 225 and the straight mating section 242 further disperses the impact of the load on the inclined mating area, extending the service life of the sealing ring 400.

[0079] In some embodiments, combined with Figure 1 and Figure 4 The air spring damper assembly 10 also includes a sealing ring 400, which is located between the piston 220 and the damper 100, and is located at the end of the second mounting seat 240 facing the first mounting seat 230.

[0080] The sealing ring 400 can be an annular sealing component disposed between the piston 220 and the outer wall of the damper 100, which fills the gap through elastic deformation to prevent gas leakage in the gas chamber 211. Optionally, the sealing ring 400 can be made of ethylene propylene diene monomer (EPDM) rubber.

[0081] Specifically, the sealing ring 400 is assembled in the annular gap between the piston 220 and the outer wall of the damper 100. When high-pressure gas is filled into the gas chamber 211, the gas pressure acts on the inner wall of the piston 220, pushing the piston 220 to move towards the second mounting seat 240. At this time, the pressing section 224 of the piston 220 and the pressing mating section 241 of the second mounting seat 240 are tightly fitted together, and the sealing ring 400 fills the assembly gap between the piston 220 and the damper 100.

[0082] When disassembly is required, the sealing ring 400 returns to its elastic deformation after the air chamber 211 is depressurized, and the small clearance between the piston 220 and the shock absorber 100 allows them to separate.

[0083] The dual sealing mechanism of elastic deformation of sealing ring 400 and adaptive inclined pressure ensures the sealing reliability between shock absorber 100 and air spring 200, realizes detachable sealed connection between air spring 200 and shock absorber 100, enhances sealing effect through gas pressure adaptation when vehicle load changes, and avoids possible structural damage when shock absorber 100 or air spring 200 is disassembled, reducing maintenance and replacement costs.

[0084] In some embodiments, combined with Figure 1 , Figure 4 and Figure 5 The outer wall of the shock absorber 100 is provided with a support platform 110, and the second mounting base 240 is provided with an installation space 243 that cooperates with the support platform 110. The support platform 110 is embedded in the installation space 243 so that the second mounting base 240 is fixed to the support platform 110.

[0085] The support platform 110 can be a protruding structure on the outer wall of the shock absorber 100, which can be implemented in the form of an annular boss or a partial protrusion, and is used to bear the installation load of the second mounting seat 240. The mounting space 243 can be a recessed structure that matches the shape of the support platform 110, which can be implemented in the form of a limiting groove 320, etc., and forms a mechanical interlock by fitting the support platform 110 to limit the relative displacement between the second mounting seat 240 and the shock absorber 100.

[0086] During assembly, after the support platform 110 is embedded into the installation space 243, it can be further fixed by welding, bolts or interference fit, so that the second mounting base 240 and the shock absorber 100 form a rigid connection.

[0087] For example, the support platform 110 can be designed as multiple symmetrically distributed independent protrusions, such as four rectangular protrusions spaced apart circumferentially along the damper 100. The mounting space 243 is correspondingly configured as four rectangular limiting grooves 320. After assembly, the contact surfaces of the protrusions and the limiting grooves 320 are fixed by laser welding to form a stable torsional support. For example, the support platform 110 can also be designed as an annular protrusion.

[0088] Thus, by designing the fitting structure between the support platform 110 and the installation space 243, the connection strength between the shock absorber 100 and the air spring 200 is ensured.

[0089] In addition, this application embodiment also provides a vehicle, which can be a motor vehicle equipped with the low beam module, including automobiles, motorcycles, etc. For example, the vehicle can refer to large automobiles, small automobiles, special-purpose vehicles, etc. For example, according to the power type, the automobile in this application can be a pure electric vehicle, a hybrid electric vehicle, a fuel vehicle, etc. For fuel vehicles, the power source can refer to a gasoline engine, a diesel engine, or other fuel engines; for electric vehicles, the power source can refer to an electric motor; for hybrid electric vehicles, the power source can refer to an engine or an electric motor; for vehicles powered by other means, the power source can refer to the equipment that generates power. According to the vehicle type, the automobile in this application can be a sedan, an off-road vehicle, a multi-purpose vehicle (MPV), or other types of vehicles. The vehicle includes the aforementioned air spring shock absorber assembly 10.

[0090] By designing the air spring shock absorber assembly 10, the vehicle prevents relative rotation between the air spring and the shock absorber 100, achieving a detachable design for the air spring and the shock absorber 100. This reduces maintenance costs and usage risks, thereby decreasing the frequency of vehicle maintenance, ensuring vehicle reliability, and enhancing market competitiveness.

[0091] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made based on the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. An air spring shock absorber assembly characterized by, include: Vibration damper; An air spring includes a body, a piston, a first mounting base, and a second mounting base. The body has an air chamber surrounding the outside of the piston. The first mounting base is fixed to one end of the shock absorber facing the air chamber. The second mounting base is fixed to the side wall of the shock absorber. The piston is sleeved on the outside of the shock absorber, the first mounting base, and the second mounting base. The first mounting base is circumferentially positioned with the piston along the damper, and the second mounting base is radially pressed with the piston along the damper.

2. The air spring damper assembly according to claim 1, characterized in that, One of the outer wall of the first mounting base and the piston is provided with a limiting rib, and the other is provided with a limiting groove. The limiting rib is fitted into the limiting groove so that the first mounting base and the piston are in a limiting fit.

3. The air spring shock absorber assembly of claim 2, wherein, The limiting rib is formed on the outer wall of the first mounting base and extends along the axial direction of the vibration damper. The piston includes a first end facing the air chamber and a second end away from the air chamber, the first end having an opening through which the first mounting seat passes, and the limiting groove being formed on the inner wall of the opening.

4. The air spring shock absorber assembly of claim 2, wherein, The limiting ribs are a plurality of those spaced at intervals along the circumference of the vibration damper, and the limiting grooves are a plurality of those corresponding to the limiting ribs.

5. The air spring shock absorber assembly of claim 2, wherein, The limiting groove and the limiting rib are fitted with a clearance.

6. The air spring shock absorber assembly of any of claims 1-5, wherein, The piston includes a first end facing the air chamber and a second end away from the air chamber, the piston includes a pressing section located at the second end, and the second mounting seat includes a pressing engagement section; Along the axial direction of the damper and from the first end toward the second end, the inner diameter of the pressing section gradually increases, the outer diameter of the pressing mating section gradually increases, and the inner wall of the pressing section fits against the outer wall of the pressing mating section.

7. The air spring shock absorber assembly of claim 6, wherein, The piston further includes a straight section located on the side of the pressing section facing the first end; The second mounting base includes a flat mating section, which is inserted between the flat section and the outer wall of the shock absorber.

8. The air spring shock absorber assembly of any one of claims 1-5, wherein, Also includes: A sealing ring is disposed between the piston and the damper, and the sealing ring is located at the end of the second mounting seat facing the first mounting seat.

9. The air spring shock absorber assembly of any of claims 1-5, wherein, The outer wall of the shock absorber is provided with a support platform, and the second mounting base is provided with an installation space that cooperates with the support platform. The support platform is embedded in the installation space so that the second mounting base is fixed to the support platform.

10. A vehicle characterized by comprising: The air spring damper assembly includes any one of claims 1-9.

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