Air bag type rear shock absorber
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- RENXIAN FUMIDA MACHINERY PARTS CO LTD
- Filing Date
- 2025-10-10
- Publication Date
- 2026-07-21
AI Technical Summary
Existing airbag-type rear shock absorbers are prone to local deformation and instability under high air pressure or large compression stroke. They lack a stress dispersion mechanism, which leads to circumferential stress concentration on the inner wall of the airbag, fatigue cracks and structural failure, resulting in a short service life and difficulty in balancing comfort and load-bearing stiffness.
The device employs a combination of damper components, lower connector, upper connector, lower spring seat, upper spring seat, shock absorber spring, guide tube, mounting cylinder, and airbag assembly. The airbag assembly includes reinforcing ribs and ventilation coordination components. The ventilation cavity has an ellipsoidal structure, and the connecting components include a spiral tube and an arc tube, forming a multi-cavity linkage pneumatic network to disperse air pressure stress and enhance resistance to deformation.
Significantly improves the structural stability and service life of the airbag assembly, enhances the shock absorber's adaptability under different impact intensities, ensures comfort and support, extends the fatigue life of the airbag, prevents air leakage and sudden stiffness changes, and improves the riding comfort and stability of motorcycles.
Smart Images
Figure CN224528896U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of shock absorber technology, specifically to an airbag-type rear shock absorber. Background Technology
[0002] Motorcycle shock absorbers are the core components of the suspension system. Their main function is to absorb and buffer the impact and vibration caused by uneven road surfaces during riding, effectively suppressing the vehicle's bumps, bounces, and instability. Although traditional spring-hydraulic damping shock absorbers can meet basic damping requirements, they often suffer from problems such as unadjustable stiffness, lag response, and easy bottoming out when the load changes, road conditions are complex, or high-speed riding occurs. Therefore, air spring rear shock absorbers have emerged. They replace or supplement traditional coil springs with air springs, possessing significant advantages such as variable stiffness, adaptive load-bearing capacity, and height adjustment. They can dynamically adjust the support force according to the load and road conditions, greatly improving the intelligent and precise control capabilities of the shock absorption system.
[0003] However, existing airbag-type rear shock absorbers typically employ only a single airbag structure, resulting in the airbag being subjected to significant radial expansion stress and axial buckling risk during operation. This is especially true under high air pressure or large compression stroke conditions, which can easily lead to local deformation and instability. Due to the lack of an effective stress dispersion mechanism, there is significant circumferential stress concentration on the inner wall of the airbag, which can easily lead to fatigue cracks in weak areas after long-term use, resulting in air leakage or structural failure. At the same time, traditional structures often rely on external supports or simple rubber reinforcement layers, which cannot effectively improve the structural stability and deformation resistance of the airbag itself. The shock absorption performance degrades rapidly over time, resulting in a short service life, and it is difficult to balance comfort and load-bearing stiffness.
[0004] No effective solutions have yet been proposed to address the problems in the relevant technologies. Utility Model Content
[0005] In view of the problems in the related technologies, this utility model proposes an airbag-type rear shock absorber to overcome the above-mentioned technical problems existing in the existing related technologies.
[0006] Therefore, the specific technical solution adopted by this utility model is as follows: An airbag-type rear shock absorber includes: a damper assembly; a lower connector disposed at the bottom end of the damper assembly; an upper connector disposed at the top end of the damper assembly; a lower spring seat disposed on the top outer side of the lower connector; an upper spring seat disposed on the top outer side of the upper connector; a damping spring disposed between the lower spring seat and the upper spring seat; a guide tube disposed on one side of the top of the damper assembly and connected to the damper assembly; a mounting cylinder disposed at the bottom end of the guide tube and connected to the mounting cylinder; and an airbag assembly disposed inside the mounting cylinder for realizing gas circulation and avoiding stress concentration.
[0007] Furthermore, to improve the shock absorption effect of the shock absorber, the combined effect of the airbag and reinforcing ribs enhances the load-bearing capacity of the airbag assembly. The spiral structure also improves the structural stability of the airbag assembly against radial expansion and axial buckling. This not only effectively disperses the circumferential stress generated by internal air pressure, avoiding material fatigue and early cracking caused by localized stress concentration, but also significantly enhances the controllability of the airbag's deformation during compression and rebound. This allows the airbag to maintain stable mechanical properties under repeated dynamic loads, extending the service life of the airbag assembly. Simultaneously, it improves the overall performance of the shock absorber under high-frequency vibration and long-stroke conditions, significantly improving the comfort, stability, and safety of motorcycle riding. The airbag assembly includes an airbag housed inside the mounting cylinder, reinforcing ribs on the outside of the airbag, a ventilation coordination component inside the airbag, and a connecting component extending through the outside of the ventilation coordination component; the reinforcing ribs have a spiral structure.
[0008] Furthermore, to enhance the balance and dynamic coordination of internal air pressure within the airbag assembly, a multi-chamber interconnected aerodynamic network is formed through the interconnected ellipsoidal ventilation chambers. This allows gas to flow axially in stages during compression, avoiding the problem of a sharp increase in stiffness during a sudden pressure surge in traditional single-chamber airbags. This achieves a smoother, more progressive nonlinear stiffness response, effectively improving the shock absorber's adaptability under different impact intensities. It ensures both soft comfort during small bumps and sufficient support during large impacts. Secondly, the ventilation chambers adopt an ellipsoidal structure, which, compared to a spherical structure... The air bladder has a cylindrical cavity with a continuous and smooth surface curvature change, which can significantly reduce stress concentration under internal air pressure, reduce fatigue damage to rubber materials, and extend the service life of the air bladder. It is also beneficial to optimize the internal pressure distribution, reduce stress concentration, and improve the fatigue life of the air bladder assembly. The ventilation and coordination assembly includes: several ventilation chambers located inside the air bladder; two adjacent sets of ventilation chambers are connected by through holes; the bottom of several ventilation chambers is provided with an air nozzle connected to the mounting cylinder; the several ventilation chambers are evenly arranged and linearly distributed inside the air bladder, and the ventilation chambers have an ellipsoidal structure.
[0009] Furthermore, to enhance the deformation resistance of the airbag assembly, the spiral-shaped through-tube and the circumferentially distributed arc-shaped tubes effectively extend the gas flow path, achieving airflow circulation and increasing the airflow damping effect. This improves the overall energy dissipation capacity of the shock absorption system without increasing the burden on external dampers. In addition, the spiral through-tube and spiral reinforcing ribs complement each other structurally, significantly enhancing the airbag's compressive strength and deformation resistance, preventing radial expansion or local instability under high-pressure conditions, and effectively avoiding the problems associated with traditional airbags. To address potential issues such as air leakage, cracking, and sudden changes in stiffness, the connecting components include several tubes that penetrate the sides of several ventilation chambers, and several arc-shaped tubes that connect two adjacent ventilation chambers. A connecting tube connected to the tubes is installed at the bottom of a group of ventilation chambers located at the bottom of the airbag. The arc-shaped tubes located at the bottom of a group of ventilation chambers are evenly arranged and distributed in a circular pattern. Several tubes are evenly arranged and distributed in a circular pattern on the sides of the ventilation chambers. The tubes have a spiral structure, and the outlet of the tube is located inside a group of ventilation chambers at the top of the airbag.
[0010] The beneficial effects of this utility model are as follows: 1. This utility model, through the coordinated arrangement of damper assembly, lower connector, upper connector, lower spring seat, upper spring seat, shock absorber spring, guide tube, mounting cylinder and airbag assembly, can not only achieve shock absorption for motorcycles, but also improve the structural stability of the airbag assembly against radial expansion and axial buckling, effectively disperse the circumferential stress generated by internal air pressure, and avoid material fatigue and early cracking caused by local stress concentration.
[0011] 2. Through the ventilation coordination component, a multi-cavity interconnected aerodynamic network can be formed under the interconnection of the ellipsoidal ventilation chamber. This allows the gas to flow axially step by step during compression, avoiding the problem of the sharp increase in stiffness when the pressure suddenly increases in traditional single-cavity airbags. This achieves a smoother and more progressive nonlinear stiffness response, effectively improving the shock absorber's adaptability under different impact intensities. It ensures both soft comfort during small bumps and sufficient support during large impacts. Furthermore, the ellipsoidal structure of the ventilation chamber, compared to spherical or cylindrical cavities, has a continuous and smooth transition in surface curvature, which can significantly reduce stress concentration under internal air pressure, reduce fatigue damage to rubber materials, and extend the service life of the airbag. It also helps to optimize the internal pressure distribution, reduce stress concentration, and improve the fatigue life of the airbag assembly.
[0012] 3. Through the connecting components, the gas flow path is effectively extended by the spiral structure of the through pipe and the circumferentially distributed arc pipe, realizing airflow circulation and increasing the airflow damping effect. Thus, without increasing the burden on the external damper, the overall energy dissipation capacity of the shock absorption is improved. In addition, the spiral through pipe and the spiral reinforcing rib form a structural echo, which significantly enhances the compressive strength and deformation resistance of the airbag, preventing radial expansion or local instability under high pressure conditions, and effectively avoiding problems such as air leakage, cracking and sudden stiffness changes that are common in traditional airbags. Attached Figure Description
[0013] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0014] Figure 1 This is a structural schematic diagram of an airbag-type rear shock absorber according to an embodiment of the present utility model; Figure 2 This is a cross-sectional view of an airbag-type rear shock absorber according to an embodiment of the present utility model; Figure 3 This is one of the cross-sectional views of the airbag assembly in an airbag-type rear shock absorber according to an embodiment of the present utility model; Figure 4 This is a second cross-sectional view of the airbag assembly in an airbag-type rear shock absorber according to an embodiment of the present utility model. Figure 5 This is the third cross-sectional view of the airbag assembly in an airbag-type rear shock absorber according to an embodiment of the present utility model.
[0015] In the picture: 1. Damper assembly; 2. Lower connector; 3. Upper connector; 4. Lower spring seat; 5. Upper spring seat; 6. Shock absorber spring; 7. Guide tube; 8. Mounting cylinder; 9. Airbag assembly; 901. Airbag; 902. Reinforcing rib; 903. Ventilation coordination assembly; 9031. Ventilation chamber; 9032. Through hole; 9033. Air nozzle; 904. Connecting assembly; 9041. Through pipe; 9042. Arc-shaped pipe; 9043. Connecting pipe. Detailed Implementation
[0016] To further illustrate the various embodiments, the present invention provides accompanying drawings, which are part of the disclosure of the present invention. These drawings are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these contents, those skilled in the art should be able to understand other possible implementation methods and the advantages of the present invention. The components in the figures are not drawn to scale, and similar component symbols are usually used to represent similar components.
[0017] According to an embodiment of the present invention, an airbag-type rear shock absorber is provided.
[0018] The present invention will now be further described in conjunction with the accompanying drawings and specific embodiments, such as... Figures 1-5 As shown, the airbag-type rear shock absorber according to an embodiment of the present invention includes: a damper assembly 1; a lower connector 2 disposed at the bottom end of the damper assembly 1; an upper connector 3 disposed at the top end of the damper assembly 1; a lower spring seat 4 disposed on the top outer side of the lower connector 2; an upper spring seat 5 disposed on the top outer side of the upper connector 3; a shock-absorbing spring 6 disposed between the lower spring seat 4 and the upper spring seat 5; a guide pipe 7 disposed on one side of the top of the damper assembly 1 and connected to the damper assembly 1; a mounting cylinder 8 disposed at the bottom end of the guide pipe 7 and connected to the mounting cylinder 8; and an airbag assembly 9 disposed inside the mounting cylinder 8 to achieve gas circulation and avoid stress concentration.
[0019] In one embodiment, the airbag assembly 9 includes an airbag 901 disposed inside the mounting cylinder 8, a reinforcing rib 902 disposed on the outer side of the airbag 901, a ventilation coordination component 903 disposed inside the airbag 901, and a connecting component 904 disposed through the outer side of the ventilation coordination component 903; the reinforcing rib 902 has a spiral structure; under the combined action of the airbag 901 and the reinforcing rib 902, the load-bearing capacity of the airbag assembly 9 is improved, and the spiral structure improves the structural stability of the airbag assembly 9 against radial expansion and axial buckling. It not only effectively disperses the circumferential stress generated by the internal air pressure and avoids material fatigue and early cracking caused by local stress concentration, but also significantly enhances the deformation controllability of the airbag 901 during compression and rebound, so that the airbag 901 can maintain stable mechanical properties under repeated dynamic loads, extend the service life of the airbag assembly 9, and improve the comprehensive performance of the shock absorber under high-frequency vibration and long stroke conditions, significantly improving the comfort, stability and safety of motorcycle riding.
[0020] In one embodiment, the ventilation coordination component 903 includes: a plurality of ventilation chambers 9031 disposed inside the airbag 901; adjacent sets of ventilation chambers 9031 are connected by through holes 9032; the bottom of the plurality of ventilation chambers 9031 is provided with an air nozzle 9033 connected to the mounting cylinder 8; the plurality of ventilation chambers 9031 are evenly arranged and linearly distributed inside the airbag 901, and the ventilation chambers 9031 have an ellipsoidal structure; under the interconnection of the ellipsoidal ventilation chambers 9031, a multi-chamber linkage pneumatic network can be formed, enabling the gas to flow axially step by step during compression. This design avoids the problem of a sharp increase in stiffness when pressure suddenly increases in traditional single-chamber airbags, achieving a smoother and more progressive nonlinear stiffness response. This effectively improves the shock absorber's adaptability under different impact intensities, ensuring both soft comfort during small bumps and sufficient support during large impacts. Secondly, the venting chamber 9031 adopts an ellipsoidal structure. Compared to spherical or cylindrical cavities, its surface curvature changes continuously and smoothly, which can significantly reduce stress concentration under internal air pressure, reduce fatigue damage to rubber materials, and extend the service life of the airbag. It also helps to optimize the internal pressure distribution, reduce stress concentration, and improve the fatigue life of the airbag assembly 9.
[0021] In one embodiment, the connecting component 904 includes several through-tubes 9041 extending through the sides of several ventilation chambers 9031, and several arc-shaped tubes 9042 disposed between two adjacent sets of ventilation chambers 9031; a connecting tube 9043 connected to the through-tubes 9041 is provided through the bottom of a set of ventilation chambers 9031 located at the bottom of the airbag 901; the several arc-shaped tubes 9042 located at the bottom of a set of ventilation chambers 9031 are evenly arranged and circumferentially distributed; the several through-tubes 9041 are evenly arranged and circumferentially distributed on the sides of the ventilation chambers 9031, and the through-tubes 9041 have a spiral structure. The top outlet is located inside a set of ventilation chambers 9031 at the top of the airbag 901. Under the action of the spiral structure of the through pipe 9041 and the circumferentially distributed arc pipe 9042, the gas flow path is effectively extended, airflow circulation is realized, and the airflow damping effect is increased. Thus, without increasing the burden on the external damper, the overall energy dissipation capacity of the shock absorption is improved. In addition, the spiral through pipe 9041 and the spiral reinforcing rib 902 form a structural echo, which significantly enhances the compressive strength and deformation resistance of the airbag, prevents radial expansion or local instability under high pressure conditions, and effectively avoids problems such as air leakage, cracking and sudden stiffness changes that are common in traditional airbags.
[0022] In addition, it should be noted that the lower connector 2 is connected to the rear swingarm of the motorcycle, and the upper connector 3 is connected to the frame of the motorcycle. The connection position and connection method are existing technologies, and will not be elaborated on here.
[0023] Furthermore, it should be noted that the aforementioned damper assembly 1 consists of a damping cylinder, piston rod, piston, bottom valve assembly, hydraulic oil, guide bushing, and seals. Its working principle involves the piston reciprocating in the hydraulic oil. The damping force is generated by the flow resistance of the oil passing through the piston and the throttle orifice of the bottom valve during the compression and rebound strokes. This converts the mechanical vibration energy from road impacts into heat energy and dissipates it, effectively suppressing vehicle body shaking and bouncing. During the compression stroke, the oil flows from the lower chamber of the inner cylinder through the bottom valve into the oil reservoir or enters the upper chamber through the piston throttle orifice, generating compression damping. During the rebound stroke… During the stroke, the oil flows in reverse and passes through the rebound throttling channel to form rebound damping, preventing the spring from releasing too quickly. This component works in conjunction with the shock absorber spring 6 and the airbag assembly 9. The damper assembly 1 is mainly responsible for the rapid dissipation of high-frequency vibrations, while the airbag assembly 9 provides the main load and nonlinear elastic support. The two are integrated through structural integration and pressure linkage with the guide pipe 7 to achieve a composite shock absorption effect of hydraulic damping and aeroelasticity, which significantly improves the motorcycle's ride smoothness, handling stability and ride comfort under different road conditions. The damper assembly 1 is existing technology and will not be elaborated on here.
[0024] Furthermore, it should be noted that the aforementioned mounting cylinder 8 is the main support and installation body for the airbag assembly 9. It not only provides structural support and a sealing environment for the internal airbag assembly, but also undertakes the key functions of connecting the guide pipe 7, fixing the airbag 901, and realizing the connection of the gas passage. The mounting cylinder 8 is usually made of high-strength aluminum alloy or engineering steel through precision machining. It has an overall cylindrical structure, including three parts: the cylinder body, the top flange, and the bottom connecting seat. The inner wall of the cylinder is smooth, which is used to accommodate the airbag assembly 9 and allow it to expand and contract freely. The top flange has an interface for connecting with the guide pipe 7 to realize the pressure linkage between the damper assembly 1 and the airbag cavity. The bottom of the mounting cylinder 8 has an air passage, which is precisely connected to the air nozzle 9033 at the bottom of the airbag assembly 9. The air nozzle 9033 serves as the external connection interface for the ventilation coordination component 903. It is typically a quick-connect or threaded connector with a sealing ring. During installation, it is inserted into the pre-set air passage interface at the bottom of the mounting cylinder 8, ensuring that an external air source can communicate with the ventilation chamber 9031 inside the airbag assembly 9 through the air passage of the mounting cylinder 8, enabling inflation and deflation. Furthermore, the mounting cylinder 8 also protects the air nozzle 9033 from mechanical damage during assembly or use; this mounting cylinder 8 is existing technology and will not be elaborated upon further here.
[0025] To facilitate understanding of the above-mentioned technical solutions of this utility model, the working principle or operation method of this utility model in actual process will be described in detail below.
[0026] In practical applications, when a motorcycle encounters road bumps or impacts while riding, the external force is transmitted through the wheel to the rear swingarm, which in turn acts on the lower connector 2, causing it to compress relative to the damper assembly 1. At this time, the piston rod inside the damper assembly 1 reciprocates in the hydraulic oil, generating damping force through the throttle orifice, effectively absorbing high-frequency vibration energy and achieving initial shock absorption. Simultaneously, the shock-absorbing spring 6 installed between the upper spring seat 5 and the lower spring seat 4 is compressed, storing elastic potential energy to further buffer the vertical impact force. As the compression stroke progresses, the hydraulic oil in the damping cylinder is squeezed into the guide pipe 7 and enters the mounting cylinder 8 through the guide pipe 7. At this time, the airbag assembly 9 inside the mounting cylinder 8 begins to deform under pressure, and the airbag 901 inside shrinks in volume under pressure, forcing the internal gas to flow. The gas first flows from the top venting chamber 9031. The gas enters the adjacent ventilation chamber 9031 through the through hole 9032 and the arc-shaped tube 9042, and simultaneously enters the spiral-shaped through pipe 9041 through the connecting pipe 9043. The gas is then conducted upwards through the through pipe 9041 to the top ventilation chamber 9031, forming a multi-path, multi-level circulating gas flow network. The gas repeatedly shuttles between several ellipsoidal ventilation chambers 9031, and the complex pathways formed by the through hole 9032, through pipe 9041, and arc-shaped tube 9042 generate a throttling effect, forming additional aerodynamic damping and significantly improving the dynamic response capability of the overall shock absorption system. Meanwhile, the spiral reinforcing rib 902, the spiral-shaped through pipe 9041, and the arc-shaped tube 9042 set on the outside of the airbag 901 provide lateral support during compression, preventing radial expansion instability of the airbag, ensuring structural stability and uniform pressure distribution, and avoiding material fatigue and failure caused by local stress concentration.
[0027] In summary, by utilizing the above-mentioned technical solution of this utility model, through the coordinated arrangement of the damper assembly 1, lower connector 2, upper connector 3, lower spring seat 4, upper spring seat 5, shock absorber spring 6, guide pipe 7, mounting cylinder 8, and airbag assembly 9, not only can shock absorption of the motorcycle be achieved, but the structural stability of the airbag assembly 9 against radial expansion and axial buckling can also be improved. This effectively disperses the circumferential stress generated by internal air pressure, avoiding material fatigue and early cracking caused by local stress concentration. Through the ventilation coordination assembly 903, a multi-cavity interconnected pneumatic network can be formed under the interconnected action of the ellipsoidal ventilation chamber 9031, allowing gas to flow axially step by step during compression. This avoids the problem of a sharp increase in stiffness when the pressure of a traditional single-cavity airbag increases suddenly, achieving a smoother, more progressive nonlinear stiffness response. This effectively improves the adaptability of the shock absorber under different impact intensities, ensuring both soft comfort during small bumps and sufficient support during large impacts. The ventilation cavity 9031 adopts an ellipsoidal structure. Compared with spherical or cylindrical cavities, its surface curvature changes continuously and smoothly, which can significantly reduce stress concentration under internal air pressure, reduce fatigue damage to rubber materials, and extend the service life of the airbag. It is also beneficial to optimize the internal pressure distribution, reduce stress concentration, and improve the fatigue life of the airbag assembly 9. Through the connecting assembly 904, the gas flow path is effectively extended under the action of the spiral structure of the through pipe 9041 and the circumferentially distributed arc pipe 9042, realizing airflow circulation and increasing the airflow damping effect. Thus, without increasing the burden on the external damper, the overall energy dissipation capacity of the shock absorption is improved. In addition, the spiral through pipe 9041 and the spiral reinforcing rib 902 form a structural echo, which significantly enhances the compressive strength and deformation resistance of the airbag 901, preventing radial expansion or local instability under high pressure conditions, and effectively avoiding problems such as air leakage, cracking, and sudden stiffness changes that are prone to occur in traditional airbags 901.
[0028] In this utility model, unless otherwise explicitly specified and limited, the terms "installation", "setting", "connection", "fixing", "screw connection", etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components or the interaction between two components. Unless otherwise explicitly limited, those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.
[0029] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.
Claims
1. A type of air-cushioned rear shock absorber, characterized in that, include: Damper assembly (1); The lower connector (2) is located at the bottom end of the damper assembly (1); The upper connector (3) is located at the top of the damper assembly (1); The lower spring seat (4) is located on the top outer side of the lower connector (2); The upper spring seat (5) is located on the top outer side of the upper connector (3); A shock-absorbing spring (6) is disposed between the lower spring seat (4) and the upper spring seat (5); A flow guide (7) is disposed on one side of the top of the damper assembly (1), and the flow guide (7) is connected to the damper assembly (1); The mounting cylinder (8) is located at the bottom end of the guide pipe (7), and the guide pipe (7) is connected to the mounting cylinder (8); The airbag assembly (9) is disposed inside the mounting cylinder (8) to achieve gas circulation and avoid stress concentration; The airbag assembly (9) includes an airbag (901) disposed inside the mounting cylinder (8), a reinforcing rib (902) is provided on the outside of the airbag (901), a ventilation coordination assembly (903) is disposed inside the airbag (901), and a connecting assembly (904) is provided through the outside of the ventilation coordination assembly (903). The ventilation coordination component (903) includes: Several ventilation chambers (9031) are disposed inside the airbag (901); The two adjacent sets of ventilation chambers (9031) are connected by a through hole (9032); The bottom of each of the plurality of ventilation chambers (9031) is provided with an air nozzle (9033) that is connected to the mounting cylinder (8). The connecting component (904) includes several through pipes (9041) that pass through the sides of several ventilation chambers (9031), and several arc-shaped pipes (9042) are provided between two sets of adjacent ventilation chambers (9031). A connecting pipe (9043) connected to the connecting pipe (9041) is provided through the bottom of a set of ventilation chambers (9031) located at the bottom of the airbag (901).
2. The airbag-type rear shock absorber according to claim 1, characterized in that, The reinforcing rib (902) has a spiral structure.
3. The airbag-type rear shock absorber according to claim 1, characterized in that, The ventilation cavities (9031) are evenly arranged and linearly distributed inside the airbag (901), and the ventilation cavities (9031) are ellipsoidal structures.
4. The airbag-type rear shock absorber according to claim 1, characterized in that, The arc-shaped tubes (9042) located at the bottom of a group of ventilation chambers (9031) are evenly arranged and distributed in a circular pattern.
5. A pneumatic rear shock absorber according to claim 1, characterized in that, A plurality of the tubes (9041) are evenly arranged and distributed in a circular pattern on the side of the ventilation chamber (9031). The tubes (9041) have a spiral structure, and the top outlet of the tubes (9041) is located inside a group of ventilation chambers (9031) at the top of the airbag (901).