Buffer structure, air spring integrated with damper and vehicle

Abstract

The application relates to the technical field of vehicle chassis, and provides a buffering structure, an air spring integrated with a shock absorber and a vehicle. The buffering structure comprises a first buffering piece arranged on an upper support and a second buffering piece arranged opposite to the first buffering piece and arranged on a cylinder barrel of the shock absorber. The first buffering piece is internally provided with a first magnetic part, the second buffering piece is internally provided with a second magnetic part, and the first magnetic part and the second magnetic part are configured to have preset repulsive magnetism. The buffering structure can avoid the impact energy concentration caused by the too-fast movement of a piston, effectively reduce the strength of subsequent collision impact, effectively prevent the buffering pieces from being penetrated, greatly reduce the heat energy accumulation in the buffering pieces, effectively avoid the problem that the material of an ordinary buffering block is accelerated to age due to the heat energy concentration, reduce the contact abrasion amount of the first buffering piece and the second buffering piece, and prolong the service life of the buffering structure.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis technology, and in particular to a buffer structure, an air spring with integrated shock absorbers, and a vehicle. Background Technology

[0002] The working principle of the air springs used in existing vehicles is that the shock absorber absorbs the kinetic energy generated by the piston movement through its own compression and deformation under force, and converts this kinetic energy into the shock absorber's own heat energy. However, this traditional structure of the shock absorber has a relatively short service life in practical applications. The single conversion of kinetic energy into heat energy leads to the continuous accumulation of heat inside the shock absorber, accelerating the oxidation and aging of the material. Simultaneously, the repeated contact and compression between the piston and the shock absorber causes severe wear on the surface of the shock absorber, resulting in a short service life.

[0003] In addition, when a vehicle is driving on a bumpy road or encounters a sudden impact load, the traditional buffer block is very prone to breakdown and damage. This not only produces obvious impact noise, affecting the driving experience, but also causes the buffer block to completely lose its function, resulting in a shorter service life of the air spring. Utility Model Content

[0004] In view of this, this application aims to propose a buffer structure to extend the service life of the buffer structure.

[0005] To achieve the above objectives, the technical solution of this application is implemented as follows: A buffer structure includes a first buffer member disposed on the upper support of an air spring, and a second buffer member disposed opposite to the first buffer member and on the cylinder of a shock absorber. The first buffer has a first magnetic part, and the second buffer has a second magnetic part, and the first magnetic part and the second magnetic part are configured to have repulsive preset magnetism.

[0006] Furthermore, the first magnetic part and / or the second magnetic part are anisotropic permanent magnet materials.

[0007] Furthermore, the anisotropic permanent magnet material is barium ferrite or strontium ferrite.

[0008] Furthermore, the first buffer member is provided with a first shaft hole, and the piston rod of the shock absorber passes through the first shaft hole; The first buffer member is provided with a first protrusion protruding into the first shaft hole, and the first protrusion extends along the axial direction of the first shaft hole.

[0009] Furthermore, the first buffer member is provided with a second protrusion protruding into the first shaft hole; The second protrusion is located at the end of the first buffer member away from the second buffer member and abuts against the piston rod.

[0010] Furthermore, the first buffer member has an abutting protrusion at one end facing the second buffer member, the abutting protrusion protruding towards the side closer to the second buffer member; and / or, An anti-rotation part is provided between the second buffer member and the cylinder, the anti-rotation part being used to restrict the second buffer member from rotating relative to the cylinder.

[0011] Furthermore, the cylinder is provided with a through hole, the second buffer is provided with a second shaft hole corresponding to the through hole, and the piston rod of the shock absorber passes through the through hole and the second shaft hole; The bottom of the second buffer member is provided with a convex ring surrounding the piston rod. The convex ring is inserted into the through hole and sandwiched between the cylinder and the piston rod.

[0012] Compared with related technologies, this application has the following advantages: (1) The buffer structure described in this application, by providing a first buffer member with a first magnetic part and a second buffer member with a second magnetic part, can continuously increase the mutual repulsive magnetic force between the first buffer member and the second buffer member as the air spring compression stroke advances, which can slow down the movement speed of the second buffer member, effectively prevent the second buffer member from being punctured due to excessive movement of the second buffer member.

[0013] Furthermore, the kinetic energy generated by the piston's motion is partly converted into magnetic energy, partly into the potential energy of the elastic deformation of each buffer component, and only a small amount is converted into heat energy of the buffer components. This not only significantly reduces the accumulation of heat energy inside each buffer component but also effectively avoids the problem of accelerated material aging caused by concentrated heat in ordinary buffer blocks. This results in reduced contact wear between the first and second buffer components, extending the service life of the buffer structure.

[0014] (2) The first magnetic part and / or the second magnetic part are anisotropic permanent magnet materials, which can form a directional and concentrated magnetic field, so that the repulsive magnetic force between the first magnetic part and the second magnetic part can be transmitted along the axis of the damper, avoiding the interference of lateral force caused by the dispersion of the magnetic field, thereby effectively ensuring the buffering effect and helping to ensure the smoothness of piston movement.

[0015] (3) The anisotropic permanent magnet material is barium ferrite or strontium ferrite, which can form a directional and concentrated magnetic field, effectively avoiding piston jamming or buffer force loss caused by lateral magnetic field components. At the same time, even under long-term vibration and impact, the magnetic domain arrangement is not easily disordered, and the accuracy of the magnetic field direction can be maintained for a long time, ensuring the continuous reliability of the buffer structure.

[0016] (4) By setting a first protrusion extending axially along the first shaft hole, the structural rigidity of the first buffer member along the axial direction can be significantly improved, which can suppress the axial bending deformation of the first buffer member, which is conducive to ensuring that the first buffer member absorbs impact energy through overall elastic deformation, avoiding the attenuation of buffering effect due to local deformation, and also helps to extend the service life of the first buffer member.

[0017] (5) By setting the second protrusion, a certain axial preload can be generated when the second protrusion abuts against the piston rod. This preload can restrict the first buffer to the installation position of the upper support, which can effectively prevent the first buffer from falling off due to high frequency vibration during vehicle operation.

[0018] (6) By setting an abutting protrusion that protrudes to one side of the second buffer, the contact area between the first buffer and the second buffer can be reduced, which can reduce abnormal noise.

[0019] (7) By setting the anti-rotation part, the circumferential rotation of the second buffer can be restricted, thereby effectively ensuring that the second magnetic part always maintains the preset magnetic pole correspondence with the first magnetic part, so that the magnetic repulsion force is stably transmitted along the axial direction, which is conducive to ensuring that the magnetic field distribution is uniform and further ensuring the stability of the magnetic repulsion force.

[0020] (8) By setting a convex ring and inserting it into the through hole, and clamping it between the cylinder and the piston rod, the convex ring can adapt to the deformation of the gap through its own elasticity, and can always maintain close contact with the cylinder and the piston rod. It can effectively inhibit the oil in the cylinder from seeping out through the gap of the through hole, which is beneficial to improving the sealing performance and service life of the shock absorber.

[0021] Another objective of this application is to provide an air spring with an integrated damper, wherein the air spring has a buffer structure as described above.

[0022] Furthermore, the upper support is provided with a first mounting groove with an opening facing the cylinder, and one end of the first buffer member is inserted into the first mounting groove; and / or, The cylinder is provided with a second mounting groove with an opening facing the upper support. The second buffer is disposed in the second mounting groove, and a limiting ring is provided at the opening of the second mounting groove to restrict the second buffer from falling out.

[0023] The air spring described in this application can effectively avoid material fatigue caused by excessive compression, and can also significantly reduce the risk of breakdown of the first and second buffer components due to local stress overload, thereby effectively extending the service life of the first and second buffer components and the air spring.

[0024] Furthermore, by providing the first mounting groove, the stability of the first buffer component can be improved, effectively preventing it from falling off. The second mounting groove effectively ensures the secure installation of the second buffer component, maintaining high coaxiality between the first and second buffer components. This effectively avoids a reduction in the effective magnetic field area due to radial misalignment, ensuring efficient axial transmission of magnetic repulsion.

[0025] This application also proposes a vehicle in which an air spring as described above is provided.

[0026] The vehicle described in this application has the same advantages as the air springs mentioned above compared to related technologies, which will not be repeated here. Attached Figure Description

[0027] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a partial structural schematic diagram of the air spring with integrated shock absorber described in an embodiment of this application; Figure 2 This is a schematic diagram of the buffer structure described in the embodiments of this application; Figure 3 This is a schematic diagram of the structure of the first buffer described in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of the first buffer described in an embodiment of this application from another perspective; Figure 5 This is a cross-sectional view of the first buffer described in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of the second buffer described in an embodiment of this application; Figure 7 This is a cross-sectional view of the second buffer described in the embodiments of this application; Figure 8 This is a partial structural diagram of the cylinder as described in an embodiment of this application.

[0028] Explanation of reference numerals in the attached figures: 1. First buffer component; 2. Second buffer component; 3. Upper support; 4. Airbag; 5. Piston rod; 6. Cylinder; 101. First protrusion; 102. Abutting protrusion; 103. Second protrusion; 201. Anti-rotation hole; 202. Raised ring; 601. Cylinder body; 602. Top cover; 6021. Second mounting groove; 6022. Anti-rotation protrusion; 6023. Limiting ring. Detailed Implementation

[0029] To make the technical solution and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0030] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0031] Furthermore, it should be noted that in the description of this application, if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, these are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0032] Furthermore, in the description of this application, unless otherwise expressly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application in light of the specific circumstances.

[0033] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0034] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0035] An embodiment of the first aspect of this application provides a buffer structure applied to an air spring in a vehicle, and the buffer structure, through its innovative structural design, helps to extend the service life of the air spring.

[0036] In related technologies, the air spring, as a core elastic component of a vehicle, directly determines the damping and shock absorption effect of the air suspension. In the air spring, the buffer block is mainly used to reduce the impact speed between the piston and the upper support 3 when the air spring is compressed to its limit stroke, thus avoiding component damage and abnormal noise caused by rigid collisions.

[0037] Currently, most air springs use polyurethane as the buffer block. Its working principle is to absorb the kinetic energy generated by the piston movement through its own compression deformation and convert the kinetic energy into the heat energy of the buffer block itself.

[0038] However, the service life of this traditionally structured buffer block is relatively short in practical applications. The single conversion of kinetic energy into thermal energy leads to continuous heat accumulation inside the buffer block, accelerating material oxidation and aging. Simultaneously, repeated contact and compression between the top cover and the buffer block cause severe wear on the surface, gradually reducing the effective compression of the buffer block. This makes the piston prone to impacting the upper support 3 of the air spring, generating abnormal noise and shortening the lifespan of the air spring.

[0039] Furthermore, when a vehicle travels on bumpy roads or encounters sudden impact loads, traditional buffer blocks are highly susceptible to breakdown and damage. This not only produces noticeable impact noises, affecting the driving experience, but also causes the buffer block to completely lose its function, resulting in a short service life. Due to the integrated design of existing air springs, once the buffer block fails, it cannot be replaced individually; the entire air spring must be disassembled and replaced, which significantly increases the vehicle's subsequent maintenance costs and time.

[0040] In view of this, in order to overcome the shortcomings of related technologies, the buffer structure in this embodiment, such as Figure 1 and Figure 2 As shown, the device includes a first buffer 1 mounted on the upper support 3 of the air spring, and a second buffer 2 disposed opposite to the first buffer 1 and mounted on the cylinder 6 of the shock absorber. The first buffer 1 contains a first magnetic portion, and the second buffer 2 contains a second magnetic portion. The first and second magnetic portions are configured to have pre-set repulsive magnetic properties. Figure 2 The arrows in the middle indicate the magnetic direction of the first magnetic part and the second magnetic part.

[0041] Therefore, by providing a first buffer 1 with a first magnetic part and a second buffer 2 with a second magnetic part, the distance between the first buffer 1 and the second buffer 2 continuously decreases as the air spring compression stroke progresses, and the mutual repulsive magnetic force continuously increases. The increased magnetic force can generate reverse resistance on the second buffer 2, which moves with the piston, directly slowing down the piston's movement speed. This effectively prevents the piston from moving too fast, causing the impact energy to concentrate, thereby effectively reducing the intensity of subsequent collision impacts and effectively preventing the buffers from being punctured.

[0042] Furthermore, the kinetic energy generated by the motion is partly converted into magnetic energy through the mutual repulsive magnetic force between the first buffer 1 and the second buffer 2, and partly converted into the potential energy of the elastic deformation of each buffer component. Only a small amount is converted into the heat energy of the buffer components. As a result, the accumulation of heat energy inside the buffer components can be significantly reduced, thereby effectively avoiding the problem of accelerated material aging caused by heat concentration in ordinary buffer blocks. This reduces the amount of contact wear between the first buffer 1 and the second buffer 2, and extends the service life of the buffer structure.

[0043] Furthermore, since both the first buffer 1 and the second buffer 2 are elastic elements, when the wheel encounters a severe impact from the ground, causing a direct collision between the first buffer 1 and the second buffer 2, the first buffer 1 and the second buffer 2 will simultaneously undergo elastic deformation at the moment of impact. This material deformation further absorbs the impact energy from uneven ground, significantly dispersing the impact load. This effectively prevents the buffer components from being punctured due to localized overload, extending the service life of the air springs using this buffer structure. Simultaneously, it also reduces the impact of collisions on other components of the air suspension, contributing to improved driving comfort and safety.

[0044] Based on the above overview, specifically, the buffer structure of this embodiment can be applied to both shock absorbers integrated with air springs and shock absorbers using helical springs. Here, this embodiment will be specifically described using a shock absorber integrated with air springs as an example.

[0045] To facilitate understanding, a general introduction to this shock absorber integrated with the air spring will be given first, such as... Figure 1 As shown, the cylinder 6 of the shock absorber is arranged vertically to bear part of the lateral load (such as the roll force during steering). The air spring bladder 4 is fitted into the upper part of the cylinder 6. The upper part of the air spring is fixed to the upper support 3 and then to the vehicle body via the upper support 3. The lower part of the air spring is connected to the piston outside the cylinder 6. The first buffer 1 and the second buffer 2 are both located in the cavity formed by the air spring, the upper support 3, and the piston.

[0046] The piston rod 5 extends from the top of the cylinder 6, passes through the first buffer member 1, and finally connects to the vehicle body. The reservoir is integrated into the bottom of the cylinder 6, with a lower connecting lug connecting to the wheel steering knuckle. The air nozzle extends from the side of the upper support 3 and connects to the air circuit system. To facilitate connection to the shock absorber, the cylinder 6 typically includes a cylinder body 601 and a top cover 602 located on top of the cylinder body 601. In this embodiment, the second buffer member 2 is specifically located on the top cover 602. The structure of this shock absorber integrating an air spring is the same as in the prior art and will not be described in detail here. This embodiment focuses on describing the structure of the first buffer member 1 and the second buffer member 2.

[0047] Continue to combine Figure 1 and Figure 2 As shown, because the second buffer 2 moves synchronously with the cylinder 6, its weight directly affects the motion inertia (excessive inertia will amplify the kinetic energy during impact and increase the buffering burden), while the first buffer 1 is fixed to the upper support 3, and its weight has a smaller impact on the suspension dynamics. Therefore, in this embodiment, both the first buffer 1 and the second buffer 2 are arranged along the axial direction of the shock absorber, and the length of the first buffer 1 is greater than the length of the second buffer 2. This design also allows the effective buffering area of ​​the first buffer 1 to be larger.

[0048] In addition, in specific implementation, the materials of the first buffer 1 and the second buffer 2 can be directly adopted from the conventional materials of existing shock absorber buffer components, such as elastic materials such as polyurethane and natural rubber. This can take advantage of the excellent elastic properties of such materials to ensure effective deformation energy absorption during the buffering process, which is conducive to meeting the functional requirements of the buffer structure.

[0049] In some exemplary embodiments, the first magnetic part and / or the second magnetic part are anisotropic permanent magnet materials. Since anisotropic permanent magnet materials can be magnetized to align magnetic domains neatly along a specific direction (such as the axial direction of the damping structure), a directional and concentrated magnetic field can be formed. This allows the repulsive magnetic force between the first and second magnetic parts to be transmitted along the axial direction of the damper, avoiding lateral force interference caused by magnetic field dispersion, thus effectively ensuring the damping effect and facilitating the smoothness of piston movement.

[0050] Furthermore, due to the stable magnetic properties and strong resistance to demagnetization of anisotropic permanent magnet materials, the risk of failure of the magnetic components due to magnetic attenuation and magnet breakage can be significantly reduced. This effectively avoids the risk of decreased buffer structure function caused by magnetic component failure, which could lead to impact damage to the cover or buffer component breakdown. Moreover, the magnetization process of anisotropic permanent magnet materials is already maturely applied in the production of existing permanent magnet devices. Precise magnetization along the axial direction of the buffer structure can be achieved through dedicated magnetization fixtures, eliminating the need for the development of additional complex magnetization equipment.

[0051] In a specific implementation, as a preferred embodiment, both the first magnetic part and the second magnetic part in this embodiment use anisotropic permanent magnet materials. It should be noted that this technical solution is not limited to this; other alternative designs can be used besides the preferred solution described above. For example, only the first magnetic part can use anisotropic permanent magnet materials, while the second magnetic part can use other magnetic structures (e.g., magnetic blocks); or only the second magnetic part can use anisotropic permanent magnet materials, while the first magnetic part can use other magnetic structures (e.g., magnetic blocks), as long as the magnetic repulsion buffering function required by this solution can be achieved.

[0052] In some exemplary embodiments, the anisotropic permanent magnet material is barium ferrite or strontium ferrite. Barium ferrite and strontium ferrite can be magnetized to align their magnetic domains neatly along the axial direction of the buffer structure, forming a directional and concentrated magnetic field. This effectively avoids piston jamming or buffer force loss caused by lateral magnetic field components. Furthermore, the magnetic properties of barium ferrite and strontium ferrite are directionally stable; even under long-term vibration and impact, the magnetic domain alignment is not easily disrupted, maintaining the accuracy of the magnetic field direction over a long period, ensuring the continuous and reliable function of the buffer structure. Moreover, barium ferrite and strontium ferrite are inexpensive and readily available.

[0053] In specific implementation, anisotropic barium ferrite (or strontium ferrite single crystal) magnetic powder can be dried to remove adsorbed moisture from the surface of the magnetic powder and avoid the generation of air bubbles during mixing. Subsequently, the dried magnetic powder and raw rubber with added titanate coupling agent are put into an internal mixer for mixing. After mixing, the buffer block blank is obtained by molding and shaping process.

[0054] Next, the blank of the shaped buffer block is fixed in the magnetization fixture, so that the end face of the blank to be magnetized is aligned with the direction of the magnetization magnetic field (i.e., positioned along the axis of the damper to ensure the magnetic direction). Then, it is placed in a strong magnetic field environment with a magnetic field strength of not less than 30000GS for directional magnetization treatment for not less than 240 hours.

[0055] During this magnetization process, the anisotropic single-crystal magnetic powder particles, which were originally randomly distributed in the rubber matrix, are magnetized by a strong magnetic field, causing their magnetic domains to align neatly along the direction of the magnetic field. This ultimately results in a stable, predetermined magnetic field (N pole or S pole) forming on the preset end face of the buffer block (i.e., the end face opposite to the other buffer component). In specific implementation, this step can be referred to existing technology and will not be described in detail here.

[0056] In some exemplary embodiments, the first buffer member 1 has a first shaft hole, through which the piston rod 5 of the shock absorber passes. Furthermore, the first buffer member 1 has a first protrusion 101 protruding into the first shaft hole, and the first protrusion 101 extends axially along the first shaft hole. By making the first protrusion 101 extend axially along the first shaft hole, it is equivalent to forming an axial reinforcing rib inside the buffer member, which can significantly improve the axial structural rigidity of the first buffer member 1. When the buffer member is subjected to axial impact loads (such as collisions at the end of compression), the reinforcing rib structure can suppress the axial bending deformation of the first buffer member 1, which helps ensure that the first buffer member 1 absorbs impact energy through overall elastic deformation, avoiding the attenuation of the buffering effect due to local deformation, and also helps to extend the service life of the first buffer member 1.

[0057] In specific implementation, combined with Figures 3 to 5As shown, to improve the elasticity of the first buffer member 1, three annular grooves are provided on the outer wall of the first buffer member 1 at intervals along its circumference. Specifically, the first protrusions 101 in this embodiment are two sets spaced apart along the axial direction of the first buffer member 1. The upper set of first protrusions 101 corresponds to the middle annular groove, while the lower set of first protrusions 101 corresponds to the lower annular groove. This effectively reduces the impact of the annular grooves on the structural strength of the first buffer member 1.

[0058] It is understandable that the number of annular grooves and the number of first protrusions 101 can be adjusted according to design requirements. In addition to setting the first protrusions 101 to correspond to the annular grooves, the annular grooves can also be set not to correspond to the first protrusions 101.

[0059] In some exemplary embodiments, the first buffer member 1 is provided with a second protrusion 103 protruding into the first shaft hole. Furthermore, the second protrusion 103 is located at the end of the first buffer member 1 away from the second buffer member 2 and abuts against the piston rod 5. This design allows the second protrusion 103 to generate a certain axial preload when it abuts against the piston rod 5. This preload can restrict the first buffer member 1 to the mounting position of the upper support 3, effectively preventing the first buffer member 1 from falling off due to high-frequency vibration during vehicle operation.

[0060] Meanwhile, the contact between the second protrusion 103 and the piston rod 5 can fill the gap at the end of the shaft hole, reducing the relative vibration between the buffer and the piston rod 5. In addition, the second protrusion 103 can also absorb some vibration energy through its own elastic deformation, which can effectively prevent abnormal noise caused by rigid collision between the piston rod 5 and the first buffer 1, thus improving the vehicle's driving quietness.

[0061] In specific implementation, combined with Figures 3 to 5 As shown, for better performance, multiple second protrusions 103 are spaced apart along the circumference of the first buffer member 1, and each second protrusion 103 is arc-shaped along the circumference of the first buffer member 1. This design allows the first buffer member 1 to have good elasticity while significantly increasing the contact area between the second protrusions 103 and the piston rod 5, thereby effectively preventing the first buffer block from dislodging from the upper support 3.

[0062] In this embodiment, the number of second protrusions 103 is not specifically limited. In addition, it should be noted that the second protrusions 103 can be further configured as multiple groups arranged at intervals along the circumference of the first buffer, and each group of second protrusions 103 consists of multiple groups arranged at intervals.

[0063] In some exemplary embodiments, the first buffer 1 has an abutment protrusion 102 at one end facing the second buffer 2, and the abutment protrusion 102 protrudes towards the side closer to the second buffer 2. Here, by providing the abutment protrusion 102 protruding towards the second buffer 2, the contact area between the first buffer 1 and the second buffer 2 can be reduced, thereby reducing abnormal noise.

[0064] On the other hand, when the second buffer 2 approaches the first buffer 1, the abutment protrusion 102 will contact the second buffer 2 before the main body of the first buffer 1. At this time, the elastic deformation of the abutment protrusion 102 can form a secondary buffer. First, the deformation of the abutment protrusion 102 absorbs part of the impact energy, and then the deformation of the main body of the first buffer 1 further attenuates the load, thereby effectively avoiding the abnormal noise caused by the direct rigid collision between the first buffer 1 and the second buffer 2.

[0065] In specific implementation, it can be as follows: Figure 3 As shown, the end face of the first buffer 1 facing the second buffer 2 is configured as an arc-shaped surface, and the abutting protrusions 102 are arranged in a plurality of spaced intervals along the circumference of the first buffer 1, with each abutting protrusion 102 located on the arc-shaped surface and extending radially along the first buffer 1. Thus, the arc-shaped surface can effectively eliminate right-angle stress concentration on the end face of the first buffer 1, effectively preventing cracks caused by repeated impacts.

[0066] Meanwhile, the multiple radially extending abutment protrusions 102 can distribute the contact load to multiple circumferential positions, which can reduce the decrease in the stress intensity of each abutment protrusion 102. Furthermore, the radially extending shape allows the stress to be uniformly transmitted to the main body of the first buffer member 1 along the length direction of the abutment protrusion 102, which can effectively prevent tearing at the root of the abutment protrusion 102 due to stress concentration.

[0067] Here, the shape and number of the abutment protrusions 102 are not specifically limited. In addition, the shape of the abutment protrusions 102 can be set to one or more.

[0068] In some exemplary embodiments, an anti-rotation part is provided between the second buffer 2 and the cylinder 6 to limit the rotation of the second buffer 2 relative to the cylinder 6. If the second buffer 2 rotates relative to the cylinder 6, it will cause the second magnetic part to rotate synchronously, which may cause the opposing surfaces of the two poles to change from being directly opposite to being partially misaligned or even obliquely opposite, thereby reducing the effective magnetic field overlap area and significantly attenuating the magnetic repulsion force.

[0069] At this time, by setting the anti-rotation part, the circumferential rotation of the second buffer 2 can be restricted, thereby effectively ensuring that the second magnetic part always maintains the preset magnetic pole correspondence with the first magnetic part, so that the magnetic repulsion force is stably transmitted along the axial direction, which is conducive to always ensuring the uniform distribution of the magnetic field and further ensuring the stability of the magnetic repulsion force.

[0070] In specific implementation, it can be as follows: Figures 6 to 8 As shown, the second buffer member 2 is designed as a ring shape. The anti-rotation part specifically includes an anti-rotation hole 201 at the bottom of the second buffer member 2 and an anti-rotation protrusion 6022 on the cylinder 6, with the anti-rotation protrusion 6022 inserted into the anti-rotation hole 201. At this time, to further improve the performance, such as... Figure 6 As shown, there are multiple anti-rotation holes 201 arranged at intervals along the circumference of the second buffer member 2, and anti-rotation protrusions 6022 are arranged in a one-to-one correspondence with the anti-rotation holes 201.

[0071] It should be noted that, in addition to placing the anti-rotation hole 201 on the second buffer member 2 and the anti-rotation protrusion 6022 on the cylinder 6, the anti-rotation hole 201 can also be placed on the cylinder 6 and the anti-rotation protrusion 6022 on the second buffer member 2. Furthermore, the number of anti-rotation holes 201 is not limited to that shown in the figure and can be adjusted according to design requirements.

[0072] In some exemplary embodiments, the cylinder 6 has a through hole, and the second buffer 2 has a second shaft hole corresponding to the through hole. The piston rod 5 of the shock absorber passes through the through hole and the second shaft hole. Furthermore, the bottom of the second buffer 2 has a raised ring 202 surrounding the piston rod 5. The raised ring 202 is inserted into the through hole and sandwiched between the cylinder 6 and the piston rod 5.

[0073] This configuration allows the outer wall of the convex ring 202 to fit tightly against the inner wall of the through hole after it is inserted into the through hole, and the inner wall to abut tightly against the outer circumferential surface of the piston rod 5. This can form a radial sealing ring at the gap, directly blocking the path of impurities.

[0074] In addition, when the shock absorber is working, the up and down movement of the piston rod 5 may cause a slight change in the through hole clearance. At this time, the convex ring 202 can adapt its deformation (such as radial contraction or expansion) with the change of clearance through its own elasticity, and always maintain close contact with the cylinder 6 and piston rod 5. This can effectively prevent the oil in the cylinder 6 from seeping out through the through hole clearance, which is beneficial to improving the sealing performance and service life of the shock absorber.

[0075] Among them, such as Figure 6 As shown in the figure, the convex ring 202 of this embodiment is arranged along the axial direction of the second shaft hole and protrudes to the side away from the first buffer member 1, and the above-mentioned plurality of anti-rotation holes 201 are arranged around the convex ring 202.

[0076] It is worth noting that, regarding the buffer structure of this embodiment, based on the above exemplary implementations, in specific implementation, as a preferred embodiment, it is still composed of... Figures 1 to 8As shown, it may include, for example, a first buffer 1 provided on the upper support 3 of the air spring, and a second buffer 2 arranged opposite to the first buffer 1 and provided on the cylinder 6 of the shock absorber. The first buffer 1 is provided with a first magnetic part, and the second buffer 2 is provided with a second magnetic part, and the first magnetic part and the second magnetic part are configured to have a preset repulsive magnetism.

[0077] Both the first magnetic part and the second magnetic part are made of barium ferrite or strontium ferrite. Additionally, the first buffer member 1 has a first shaft hole, and a first protrusion 101 and a second protrusion 103 protruding into the first shaft hole. Furthermore, an abutment protrusion 102 is provided at the end of the first buffer member 1 facing the second buffer member 2.

[0078] The second buffer 2 is provided with an anti-rotation part between it and the cylinder 6, which is used to restrict the rotation of the second buffer 2 relative to the cylinder 6. The bottom of the second buffer 2 is provided with a convex ring 202 surrounding the piston rod 5. The convex ring 202 is inserted into the through hole and clamped between the cylinder 6 and the piston rod 5.

[0079] In the preferred embodiment of the above buffer structure, the specific settings and arrangements of the first buffer 1 and the second buffer 2, etc., can still be referred to the descriptions in the above exemplary embodiments. Furthermore, in this preferred embodiment, the beneficial effects brought about by the design of the first buffer 1 and the second buffer 2, etc., can also be referred to the descriptions in the above exemplary embodiments.

[0080] The buffer structure of this embodiment, with the above design, allows the first buffer 1 and the second buffer 2 to possess both magnetic and elastic properties. Consequently, as the air spring enters its compression stroke, the distance between the first buffer 1 and the second buffer 2 continuously decreases, and the mutual repulsive magnetic force F between them increases synchronously. This magnetic force effectively slows down the piston's movement speed and can divert kinetic energy into the heat and magnetic energy of the buffer block. This significantly reduces the damage caused by concentrated heat to the first buffer 1 and the second buffer 2, fundamentally reducing the lifespan reduction caused by high-temperature aging of the first buffer 1 and the second buffer 2. It also significantly reduces the amount of wear when the first buffer 1 and the second buffer 2 are in contact, thus extending the service life of the buffer structure.

[0081] Furthermore, when the wheel encounters a severe impact from the ground and the first buffer 1 and the second buffer 2 collide, both the first buffer 1 and the second buffer 2 are elastic elements, and they will undergo elastic deformation simultaneously. At this time, the impact energy from uneven ground can be absorbed to the maximum extent. Compared with a single elastic buffer structure, the impact energy absorption efficiency is significantly improved. This not only greatly reduces the risk of the buffer block breaking due to local overload, but also effectively weakens the transmission of impact to the vehicle body, making the driving experience more stable and comfortable, thus taking into account both safety and comfort requirements.

[0082] An embodiment of the second aspect of this application provides an air spring with an integrated damper, wherein the air spring has a buffer structure as described in the first aspect embodiment above.

[0083] In some exemplary embodiments, the upper support 3 has a first mounting groove with an opening facing the cylinder 6, and one end of the first buffer member 1 is inserted into the first mounting groove. This arrangement improves the stability of the first buffer member 1 and effectively prevents it from falling off. Moreover, the inner wall of the first mounting groove can form a radial constraint on the first buffer member 1, which, together with the axial insertion depth positioning, can simultaneously limit the radial offset and axial movement of the first buffer member 1, thus ensuring that the first buffer member 1 is always in the preset working position.

[0084] Therefore, it can be effectively ensured that the first magnetic part of the first buffer 1 and the second magnetic part of the second buffer 2 are always aligned, avoiding the reduction of magnetic field overlap area caused by radial misalignment, which is conducive to ensuring the stable transmission of magnetic repulsion along the axial direction.

[0085] In specific implementation, you can refer to Figure 1 As shown, a first mounting groove is provided at the bottom of the upper support 3, with the groove opening facing downwards, and a through hole for the piston rod 5 to pass through is provided at the bottom of the first mounting groove. Furthermore, during installation, the first buffer member 1 can be interference-fitted into the first mounting groove.

[0086] In some exemplary embodiments, the cylinder 6 has a second mounting groove 6021 with its opening facing the upper support 3. The second buffer member 2 is disposed in the second mounting groove 6021, and a limiting ring 6023 is provided at the opening of the second mounting groove 6021 to prevent the second buffer member 2 from falling out. This structure, by placing the second buffer member 2 in the second mounting groove 6021, restricts its excessive movement into the cylinder 6 from the bottom of the groove, while the limiting ring 6023 at the opening of the groove prevents the second buffer member 2 from falling out of the groove through a radially protruding structure, thereby effectively ensuring the secure installation of the second buffer member 2.

[0087] This effectively ensures that the first buffer 1 and the second buffer 2 maintain high coaxiality, effectively avoiding the reduction of the effective magnetic field area caused by radial misalignment, and ensuring efficient transmission of magnetic repulsion along the axial direction. Figure 1 In specific implementation, the second mounting groove 6021 can be set on the top cover 602 outside the cylinder body 601, with its opening facing upward.

[0088] The air spring in this embodiment, by setting the above-mentioned buffer structure, can significantly reduce the actual compression of the first buffer 1 and the second buffer 2, avoiding material fatigue caused by excessive compression and extending the service life of the first buffer 1 and the second buffer 2. On the other hand, it can weaken the instantaneous force of impact load on the first buffer 1 and the second buffer 2, greatly reducing the risk of breakdown caused by local stress overload of the first buffer 1 and the second buffer 2, thereby effectively increasing the service life of the first buffer 1 and the second buffer 2 themselves and the air spring as a whole.

[0089] An embodiment of the third aspect of this application provides a vehicle in which an air spring as described in the second aspect embodiment above is provided.

[0090] The installation and arrangement of the air springs in the vehicle can be referred to the conventional arrangement of air springs in existing vehicles, and will not be repeated here.

[0091] The vehicle in this embodiment, by adopting the aforementioned air springs, can effectively extend the overall service life of the air springs, which is beneficial to improving the overall quality of the vehicle and thus has great practicality.

[0092] The above descriptions are merely some embodiments of this application and are not intended to limit this application. The technical features or structures in the foregoing different embodiments can be arbitrarily combined to form other specific technical solutions as needed. For those skilled in the art, this application can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. A buffer structure, characterized in that: It includes a first buffer (1) disposed on the upper support (3) of the air spring, and a second buffer (2) disposed opposite to the first buffer (1) and on the cylinder (6) of the shock absorber. The first buffer (1) is provided with a first magnetic part, and the second buffer (2) is provided with a second magnetic part, and the first magnetic part and the second magnetic part are configured to have a preset magnetic repulsion.

2. The buffer structure according to claim 1, characterized in that: The first magnetic part and / or the second magnetic part are anisotropic permanent magnet materials.

3. The buffer structure according to claim 2, characterized in that: The anisotropic permanent magnet material is barium ferrite or strontium ferrite.

4. The buffer structure according to claim 1, characterized in that: The first buffer (1) is provided with a first shaft hole, and the piston rod (5) of the shock absorber passes through the first shaft hole; The first buffer member (1) is provided with a first protrusion (101) protruding into the first shaft hole, and the first protrusion (101) extends along the axial direction of the first shaft hole.

5. The buffer structure according to claim 4, characterized in that: The first buffer member (1) is provided with a second protrusion (103) protruding into the first shaft hole. The second protrusion (103) is located at the end of the first buffer (1) away from the second buffer (2) and abuts against the piston rod (5).

6. The buffer structure according to claim 1, characterized in that: The first buffer (1) has an abutment protrusion (102) at one end facing the second buffer (2), the abutment protrusion (102) protruding towards the side closer to the second buffer (2); and / or, An anti-rotation part is provided between the second buffer (2) and the cylinder (6), the anti-rotation part being used to restrict the second buffer (2) from rotating relative to the cylinder (6).

7. The buffer structure according to any one of claims 1 to 6, characterized in that: The cylinder (6) is provided with a through hole, and the second buffer (2) is provided with a second shaft hole corresponding to the through hole. The piston rod (5) of the shock absorber passes through the through hole and the second shaft hole. The bottom of the second buffer member (2) is provided with a convex ring (202) surrounding the piston rod (5). The convex ring (202) is inserted into the through hole and sandwiched between the cylinder (6) and the piston rod (5).

8. An air spring integrated with a vibration damper, characterized in that: The air spring is provided with a buffer structure as described in any one of claims 1 to 7.

9. The air spring with integrated damper according to claim 8, characterized in that: The upper support (3) is provided with a first mounting groove with an opening facing the cylinder (6), and one end of the first buffer member (1) is inserted into the first mounting groove; and / or, The cylinder (6) is provided with a second mounting groove (6021) with an opening facing the upper support (3). The second buffer (2) is located in the second mounting groove (6021), and a limiting ring (6023) is provided at the opening of the second mounting groove (6021) to restrict the second buffer (2) from coming out.

10. A vehicle, characterized in that: The vehicle is equipped with an air spring with an integrated shock absorber as described in claim 8 or 9.

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