Air spring air bag structure, air spring assembly and vehicle

Abstract

The application provides an air spring air bag structure, an air spring assembly and a vehicle, and belongs to the technical field of automobile chassis, wherein the air spring air bag structure increases the thickness of the air bag structure in the decoupling area by additionally arranging a reinforcing cord layer in the decoupling area of the air bag structure, improves the strength and the anti-impact and anti-puncture capability of the air bag structure in the decoupling area, and improves the reliability and durability of the air bag structure; the reinforcing cord layer is arranged between the first cord layer and the second cord layer, does not destroy the structure form that the original outer rubber layer is attached to the first cord layer and the inner rubber layer is attached to the second cord layer, avoids the existence of gaps between the rubber layer and the cord layer, and guarantees the weather resistance and the sealing performance of the air bag structure. In addition, the two adjacent cord layers are arranged in a cross mode, so that the three cord layers can uniformly transmit the load, the problem of local stress concentration is avoided, and the failure risk of the air bag structure is reduced.

Description

Technical Field

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

[0002] With the development trend of automotive chassis electrification and intelligence, the application of air suspension is becoming more and more common. Compared with traditional coil springs, air springs improve vehicle ride comfort by compressing the closed gas inside the rubber airbag.

[0003] The existing air spring assembly's protective cover relies solely on the rubber elasticity of the cover itself to fix it to the outside of the air spring's airbag structure, lacking sufficient reliability. Under long-term use, it is prone to loosening, aging, or even falling off. This exposes the air spring's airbag structure to the external environment, making it susceptible to impacts or wear from flying stones, sand, and other debris. Ultimately, this affects the safety and lifespan of the air spring, making it difficult to fully meet the long-term stable operation requirements of vehicles under complex road conditions. Utility Model Content

[0004] The purpose of this application is to provide an air spring airbag structure, an air spring assembly, and a vehicle, with the aim of improving the reliability of the airbag structure.

[0005] To achieve the above objectives, in a first aspect, embodiments of this application provide an air spring airbag structure, comprising, from the outside to the inside, an outer rubber layer, a first cord fabric layer, a second cord fabric layer, and an inner rubber layer, and further comprising: A reinforcing cord layer is disposed within the decoupling zone, and the reinforcing cord layer is superimposed on the first cord layer and the second cord layer.

[0006] The solution shown in this application embodiment improves upon the prior art by adding a reinforcing cord layer to the airbag structure in the decoupling area, which is prone to wear. This increases the thickness of the airbag structure in the decoupling area, thereby improving the strength, impact resistance, and puncture resistance of the airbag structure in the decoupling area, and enhancing the reliability and durability of the airbag structure.

[0007] Because the airbag structure of this application is thickened only in the decoupling area, rather than as a whole, the stiffness of other areas of the airbag structure will not change, and the original elastic characteristics and vibration filtering capacity of the airbag structure will not change; therefore, strengthening the setting of the cord fabric layer will not affect the comfort of the air spring assembly.

[0008] In one possible implementation, the reinforcing cord layer is disposed between the first cord layer and the second cord layer.

[0009] In the above technical solution, since the length of the reinforcing cord fabric layer only covers the decoupling area, if it is bonded to the inner or outer rubber layer, there will be a break between the cord fabric layer and the rubber layer. Therefore, the reinforcing cord fabric layer can be placed between the first cord fabric layer and the second cord fabric layer without destroying the original structure of the outer rubber layer bonded to the first cord fabric layer and the inner rubber layer bonded to the second cord fabric layer. This ensures the connection stability between the cord fabric layer and the rubber layer, avoids gaps between the rubber layer and the cord fabric layer, and ensures that the weather resistance and sealing performance of the airbag structure are not affected.

[0010] In one possible implementation, any two adjacent cord layers within the decoupling zone are arranged in a cross configuration.

[0011] In the above technical solution, the first cord fabric layer, the reinforcing cord fabric layer, and the second cord fabric layer overlap sequentially, and any two adjacent fiber layers in the three cord fabric layers are intersected to avoid the problem of local stress concentration, reduce the risk of excessive stress and breakage of the cord fabric layers, and thus reduce the failure risk of the airbag structure.

[0012] In one possible implementation, the intersection angle between two adjacent cord layers within the decoupling zone is greater than 0° and less than 90°.

[0013] In the above technical solution, any two adjacent cord layers are intersected with an angle of less than 90°, so that the three cord layers in the decoupling zone form a stress support network, and the load in one direction can be distributed through the three cord layers, avoiding the load concentration in a local area.

[0014] In one possible implementation, the edge of the reinforcing cord layer is flush with the edge of the decoupling zone.

[0015] In the above technical solution, during processing, the reinforcing cord fabric layer can be directly positioned based on the contour of the decoupling area, which can ensure that the position and range of the reinforcing cord fabric layer of each airbag structure are consistent in mass production, avoiding insufficient protection range or structural redundancy caused by human operation deviation.

[0016] In one possible implementation, the length of the reinforcing cord layer is less than the length of the decoupling zone.

[0017] In the above technical solution, the length of the reinforcing cord layer can be less than the length of the decoupling zone, so that its coverage is only for the vulnerable parts within the decoupling zone, avoiding the increase in the thickness of the airbag structure at the edge of the decoupling zone, which would affect the installation or cause the airbag structure to expand and contract unevenly.

[0018] Strengthening the cord fabric layer requires avoiding both insufficient length leading to protective gaps and excessive length covering the decoupling zone edge, resulting in excessive boundary stress and structural redundancy, in order to ensure the accuracy and effectiveness of the strengthened cord fabric layer's protection.

[0019] In one possible implementation, the reinforcing cord layer has the same thickness as the first cord layer and the second cord layer.

[0020] In the above technical solution, when the thickness of the three layers of cord fabric is consistent during the dynamic expansion and contraction of the airbag structure, the tensile deformation and compressive deformation can be kept synchronous, thereby reducing the shear stress caused by the deformation difference between the layers, preventing the adhesive failure or interlayer peeling between the rubber layer and the cord fabric layer, and ensuring the integrity and sealing of the decoupling zone structure.

[0021] In one possible implementation, the reinforcing cord layer is a biaxially oriented woven fabric.

[0022] In the above technical solution, the surface flatness of the biaxially oriented woven fabric is higher, the fiber arrangement is more regular, and the contact area with the first cord fabric layer and the second cord fabric layer is larger, which avoids the concentration of interlayer shear stress caused by unidirectional deformation, reduces the risk of interlayer peeling, and improves the stability of the airbag structure.

[0023] Secondly, embodiments of this application also provide an air spring assembly that employs the aforementioned air spring airbag structure.

[0024] In the above technical solution, the air spring assembly adopts the air spring airbag structure described above, possessing all its beneficial effects. The airbag structure enhances the impact and puncture resistance of the decoupling area by adding reinforcing cord layers, effectively resisting the impact and wear of roadside stones, sand, and other impurities. This solves the problem of easy damage to the airbag structure in the decoupling area of ​​traditional air spring assemblies, improving the reliability and durability of the air spring assembly. By strengthening the airbag structure in the decoupling area by adding cord layers, the thickness of the air spring assembly is increased only in the decoupling area without affecting the thickness of other areas, ensuring the original elastic recovery capability of the air spring assembly and thus guaranteeing driving comfort.

[0025] In the air spring assembly of this application, since the durability of the airbag structure in the decoupling region is improved, a protective cover is not required in practical applications; this optimizes the air spring assembly process, reduces the cost of parts, shortens the installation cycle, and improves the product competitiveness of the air spring assembly.

[0026] Thirdly, embodiments of this application also provide a vehicle that uses the aforementioned air spring assembly.

[0027] In the above technical solution, the vehicle adopts the air spring assembly described above, which has all the beneficial effects it possesses; by changing the airbag structure of the air spring assembly, the impact and puncture resistance of the decoupling area airbag is improved, the failure of the air spring assembly is avoided, the reliability of the air spring assembly is improved, the service life of the air spring assembly is extended, and the replacement frequency and maintenance cost of the air spring assembly are reduced.

[0028] The air spring assembly is compatible with existing vehicle production lines and can directly replace traditional spring assemblies, reducing the technology transfer costs of vehicle production. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 A schematic diagram of the air spring assembly provided in the background of this application; Figure 2 for Figure 1 Enlarged view of point A in the middle; Figure 3 This is a schematic diagram of the air spring assembly provided in the embodiments of this application; Figure 4 This is a schematic diagram of the airbag structure provided in the embodiments of this application; Figure 5 A schematic diagram showing the distribution of the three layers of cord fabric in the decoupling region of the airbag structure provided in this embodiment of the application; Figure 6 This is a schematic diagram showing the distribution angle of the three layers of cord fabric in the decoupling region of the airbag structure provided in the embodiments of this application.

[0031] In the diagram: 1. Upper support sub-assembly; 2. Upper clamping ring; 3. Protective cover; 4. Airbag structure; 5. Inner support ring; 6. Lower clamping ring; 7. Protective sleeve; 8. Piston; 9. Decoupling area; 10. First cord fabric layer; 11. Reinforcing cord fabric layer; 12. Second cord fabric layer. Detailed Implementation

[0032] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0033] It should be noted that when an element is referred to as being "set on" another element, it can be directly set on the other element or indirectly set on the other element. It should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships 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 of this application.

[0034] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a few" means two or more, unless otherwise explicitly specified.

[0035] Please refer to the following: Figures 2 to 6 The air spring airbag structure, air spring assembly and vehicle provided in this application will now be described.

[0036] The air spring airbag structure includes an inner rubber layer, a first cord fabric layer 10, a second cord fabric layer 12 and an outer rubber layer arranged sequentially from the inside to the outside, and also includes a reinforcing cord fabric layer 11. The reinforcing cord fabric layer 11 is located in the decoupling area 9 and is stacked with the first cord fabric layer 10 and the second cord fabric layer 12.

[0037] The existing air spring assembly includes an air spring airbag structure (hereinafter referred to as airbag structure 4) and an inner support ring 5, with the inner support ring 5 installed on the upper part of the airbag structure 4. The upper port of the airbag structure 4 is installed to the upper support sub-assembly 1 via an upper clamping ring 2, and the lower port of the airbag structure 4 is installed to the piston 8 via a lower clamping ring 6. Both the upper clamping ring 2 and the lower clamping ring 6 are fastened by a clamping machine.

[0038] The outer surface of the airbag structure 4 can be protected by a protective sleeve 7. The upper end of the protective sleeve 7 and the upper support sub-assembly 1 form a decoupling zone 9. Part of the airbag structure 4 in the decoupling zone 9 is exposed, making it susceptible to damage from flying stones and sand particles. Therefore, a protective cover 3 is added to the outside of the exposed airbag structure 4 in the decoupling zone 9. For example... Figure 1 , Figure 2 As shown.

[0039] The existing airbag structure 4 includes, from the outside in, an outer rubber layer, a first cord fabric layer 10, a second cord fabric layer 12, and an inner rubber layer. The outer rubber layer is often made of materials such as modified natural rubber with eucommia ulmoides resin. This outer rubber layer is primarily for weather resistance, protecting the core load-bearing structure, including the inner cord fabric layer, from damage caused by outdoor environmental factors, thereby extending the overall service life of the airbag. The first cord fabric layer 10 and the second cord fabric layer 12 are arranged alternately and are used to bear the load. The inner rubber layer is often made of butyl rubber or brominated butyl rubber, primarily for sealing. It fills the gaps between the fibers of the cord fabric layer, preventing gas leakage.

[0040] In the airbag structure 4, the failure of the cord fabric layer is the main cause of airbag damage. Although the decoupling area 9 is equipped with a protective cover 3, the space at the installation location of the protective cover 3 is too cramped to be secured with other mechanisms. The protective cover 3 is only fixed to the periphery of the decoupling area 9 of the airbag by its own rubber elasticity. After long-term use, the protective cover 3 is prone to aging and falling off, causing the airbag to be exposed and increasing the risk of airbag damage in the decoupling area 9.

[0041] This application addresses the issue of easy damage and failure of the cord fabric layer in the decoupling zone 9 of the conventional airbag structure 4, proposing an improvement to the existing airbag structure 4 by adding a reinforcing cord fabric layer 11 within the airbag in the decoupling zone 9. The reinforcing cord fabric layer 11 is only located in the decoupling zone 9, and is used solely to increase the thickness of the airbag structure 4 exposed in the decoupling zone 9. Other areas maintain the original structure where the first cord fabric layer 10 and the second cord fabric layer 12 are attached, thus not affecting the comfort of the air spring.

[0042] The reinforced cord fabric layer 11 is superimposed with the first cord fabric layer 10 and the second cord fabric layer 12. By increasing the overall thickness of the cord fabric layer between the inner and outer rubber layers, the protective effect is enhanced. Furthermore, the overlapping arrangement of the fibers in the three cord fabric layers allows the load to be transferred between the three layers of fibers, increasing the stress transmission direction and preventing the cord fabric layer from breaking due to overload caused by a single stress transmission direction. This, in turn, improves the impact resistance and puncture resistance of the airbag structure 4.

[0043] In addition, the three-layered cord fabric stacking method ensures that when the decoupling zone is impacted by flying stones or sand, the impact energy will pass through the three layers of cord fabric in sequence, achieving a buffering effect of layered energy absorption, avoiding the concentration of impact energy, and reducing the risk of the cord fabric being punctured.

[0044] The air spring airbag structure provided in this application has the following advantages compared with the prior art: (1) A reinforcing cord fabric layer 11 is provided for the airbag structure 4 exposed in the decoupling area 9 to increase the thickness of the airbag structure 4 in the decoupling area 9, improve the strength and impact resistance and puncture resistance of the airbag structure 4 in the decoupling area 9, and enhance the reliability and durability of the airbag structure 4.

[0045] (2) Since the airbag structure 4 is only thickened in the decoupling area 9, rather than being thickened as a whole, the stiffness of other areas of the airbag structure 4 will not change, and the original elastic characteristics and vibration filtering ability of the airbag structure 4 will not change; therefore, the setting of the reinforced cord fabric layer 11 will not affect the comfort of the air spring assembly.

[0046] (3) By thickening and strengthening the area of ​​the airbag structure 4 exposed in the decoupling zone 9, the reliability of the airbag structure 4 is improved, and the protective cover 3 can be eliminated. This not only reduces the investment cost of the protective cover 3 and shortens the installation cycle, but also avoids the hidden danger of the protective cover 3 aging and falling off after long-term use, further improving the reliability of the air spring assembly.

[0047] Optionally, the three-layer cord fabric can be stacked using the existing laying and co-vulcanization process. During production, only a reinforcing cord fabric layer laying step needs to be added between the first and second cord fabric layers or on one side, without the need for new special equipment, which facilitates mass production.

[0048] In some possible embodiments, such as Figure 5 As shown, the reinforcing cord layer 11 is disposed between the first cord layer 10 and the second cord layer 12.

[0049] The reinforcing cord layer 11 is located between the first cord layer 10 and the second cord layer 12, and is wrapped in the middle layer to avoid affecting the connection stability between the first cord layer 10 and the outer rubber layer, and the connection stability between the second cord layer 12 and the inner rubber layer. The three cord layers are tightly bonded, and the middle reinforcing cord layer 11 is held and constrained by the first cord layer 10 and the second cord layer 12, which can prevent displacement and wrinkles under dynamic working conditions.

[0050] The reinforced cord fabric layer 11, the first cord fabric layer 10, and the second cord fabric layer 12 form a three-layer cord fabric superimposed load-bearing structure, which does not require modification of the overall stacked structure of the airbag and can be adapted to the existing co-vulcanization molding process of rubber and cord fabric.

[0051] The length of the reinforcing cord layer 11 only covers the decoupling area 9. If the reinforcing cord layer 11 is placed outside the first cord layer 10, its end extends to the edge of the decoupling area 9 and then breaks off from the outer rubber layer, disrupting the tight fit between the outer rubber layer and the cord layer. This can easily lead to interlayer peeling and displacement, accelerating rubber aging and increasing the risk of cord layer breakage. If it is placed inside the second cord layer 12, its end extends to the edge of the decoupling area 9 and then breaks off from the inner rubber layer, disrupting the tight fit between the inner rubber layer and the cord layer. This can easily lead to interlayer peeling and displacement, reducing sealing performance and increasing the risk of cord layer breakage. Therefore, it is sandwiched between the first cord layer 10 and the second cord layer 12, without disrupting the original structure where the outer rubber layer is bonded to the first cord layer 10 and the inner rubber layer is bonded to the second cord layer 12. This avoids gaps between the rubber layer and the cord layer, ensuring that the weather resistance and sealing performance of the airbag structure 4 are not affected.

[0052] At the junction of the decoupling zone 9 and the non-decoupling zone, the reinforcing cord layer 11 no longer extends, while the first cord layer 10 and the second cord layer 12 are directly bonded together, so that the stiffness at the junction transitions smoothly and avoids a sudden increase or decrease in local stiffness.

[0053] In some possible embodiments, any two adjacent cord layers within the decoupling zone 9 are arranged in a cross configuration.

[0054] The decoupling zone must simultaneously withstand the radial pressure of the airbag inflation, the axial tension of dynamic expansion and contraction, and the multi-directional loads of external impacts. The interlaced arrangement of adjacent cord layers forms a mesh-like stress structure, allowing the load to be evenly transmitted along the direction of the interlaced fibers. When subjected to external impact, the interlaced fibers transmit the impact energy from the outside to the inside through the crossing angle, ultimately being dispersed and absorbed by the three layers of cord fabric.

[0055] If the fibers in adjacent layers are parallel, the fibers will be stressed in a single direction, creating a load-bearing blind spot. Impact energy will penetrate directly through multiple layers of the cord fabric and cannot be absorbed by the layers.

[0056] The cords in the reinforced cord layer 11 are arranged to cross each other with the cords in the adjacent first cord layer 10, and the cords in the reinforced cord layer 11 are arranged to cross each other with the cords in the adjacent second cord layer 12. This allows the load to be evenly distributed among the three cord layers, reduces local stress concentration, lowers the risk of excessive stress and breakage of the cord layers, and thus reduces the failure risk of the airbag structure 4.

[0057] In some possible embodiments, the intersection angle between two adjacent cord layers within the decoupling region 9 is greater than 0° and less than 90°.

[0058] The airbag structure 4 has three layers of cord fabric in the decoupling area 9 (including the first cord fabric layer 10, the reinforcing cord fabric layer 11, and the second cord fabric layer 12), and two layers of cord fabric in other areas (including the first cord fabric layer 10 and the second cord fabric layer 12).

[0059] The two adjacent cord layers within the decoupling zone 9 refer to the first cord layer 10 and the reinforcing cord layer 11, and the second cord layer 12. Any two adjacent cord layers are intersected, with an intersection angle less than 90°. This forms a load-bearing support network, allowing loads in a single direction to be distributed through the three cord layers, preventing load concentration in a localized area.

[0060] A cross angle greater than 0° is used to prevent the fibers of two adjacent cord layers from being parallel, which would cause the stress to be superimposed in the same direction, and to prevent a single cord layer from being overstretched and deformed.

[0061] The restricted cross angle of the cord fabric layers creates multi-dimensional stress on adjacent cord fabric layers, allowing the load to be evenly transferred along the direction of the cross fibers, thus dispersing local stress concentration. Simultaneously, the cross fibers also form mutual constraints, effectively resisting the radial expansion and axial contraction deformation of the airbag structure 4 after inflation, preventing displacement of the cord fabric layers. The cross arrangement increases the fiber contact area of ​​adjacent cord fabric layers and forms an interlaced structure, resulting in a stronger bond between the rubber and the cord fabric layers after vulcanization.

[0062] The crossing angle can be set according to actual needs. Within the decoupling zone 9, the fibers of the first cord fabric layer 10 and the second cord fabric layer 12, which are not adjacent, can be arranged crosswise or parallel.

[0063] When the fibers of the first cord fabric layer 10 and the second cord fabric layer 12 are arranged in an intersecting manner, the intersecting angle can be set as follows: the angle between the fiber arrangement direction of the first cord fabric layer 10 and the axis of the airbag structure 4 is 30°, the angle between the fiber arrangement direction of the reinforcing cord fabric layer 11 and the axis of the airbag structure 4 is -45°, and the angle between the fiber arrangement direction of the second cord fabric layer 12 and the axis of the airbag structure 4 is 60°.

[0064] When the fibers of the first cord fabric layer 10 and the second cord fabric layer 12 are arranged in parallel, the crossing angle can be set as follows: the angle between the fiber arrangement direction of the first cord fabric layer 10 and the axis of the airbag structure 4 is 30°, the angle between the fiber arrangement direction of the reinforcing cord fabric layer 11 and the axis of the airbag structure 4 is -60°, and the angle between the fiber arrangement direction of the second cord fabric layer 12 and the axis of the airbag structure 4 is 30°.

[0065] In some possible embodiments, such as Figure 6 As shown, the first cord fabric layer 10 and the second cord fabric layer 12 are arranged in a cross pattern.

[0066] The airbag structure 4 still has two layers of cord fabric in the non-decoupling region: the first cord fabric layer 10 and the second cord fabric layer 12.

[0067] In the non-decoupling region, the first cord layer 10 and the second cord layer 12 need to be interleaved. Since the first cord layer 10 and the second cord layer 12 are integrally distributed, the intersection angle of the first cord layer 10 and the second cord layer 12 in the entire area of ​​the airbag structure 4 must be controlled within the range of greater than 0° and less than 90° to prevent the interlayer stress transmission from breaking due to angle issues. At the same time, the integral distribution ensures that the airbag structure 4 forms a smooth connection at the transition between the decoupling region 9 and the non-decoupling region, avoiding sudden changes in local stress and preventing the airbag structure 4 from cracking.

[0068] In the non-decoupling zone, the first cord fabric layer 10 and the second cord fabric layer 12 are arranged in a cross configuration to avoid concentrated stress on fibers in a single direction and to ensure the load-bearing balance of the non-decoupling zone of the airbag structure 4.

[0069] The non-decoupled zone retains only two layers of cord fabric, avoiding the increased overall thickness and stiffness of the airbag structure caused by using three layers of cord fabric throughout the entire loop. The cross-layout of the two layers of cord fabric in the non-decoupled zone satisfies the basic load-bearing requirements while maintaining the original flexible and extensible characteristics of the airbag. This ensures the vibration filtering capability of the air spring under dynamic conditions, avoids the bumpy ride caused by excessive structural reinforcement, and achieves a balance between enhanced protection and a comfortable experience.

[0070] Correspondingly, although the first cord layer 10 and the second cord layer 12 in the decoupling zone 9 are not adjacent, they still have an intersection angle. For example... Figure 6 As shown, the fibers of the first cord fabric layer 10, the reinforcing cord fabric layer 11, and the second cord fabric layer 12 in the same airbag structure 4 are all arranged in a cross pattern. The fiber distribution of the first cord fabric layer 10 is as follows: Figure 6 As shown in (a), the fiber distribution of the reinforcing cord layer 11 is as follows: Figure 6 As shown in (b), the fiber distribution of the second cord fabric layer 12 is as follows: Figure 6 As shown in (c).

[0071] In some possible embodiments, the edge of the reinforcing cord layer 11 is flush with the edge of the decoupling region 9.

[0072] The edge of the reinforcing cord fabric layer 11 is flush with the edge of the decoupling zone 9, covering all exposed areas of the decoupling zone 9, making the structural transition boundary between the decoupling zone 9 and the non-decoupling zone clear.

[0073] To ensure that the edge of the reinforcing cord fabric layer 11 is completely aligned with the edge of the decoupling area 9, the reinforcing cord fabric layer 11 can be directly positioned using the contour of the decoupling area 9 as the positioning reference during processing. This ensures that the position and range of the reinforcing cord fabric layer 11 of each airbag structure 4 remain consistent during mass production, avoiding insufficient protection range or structural redundancy caused by human operation deviations.

[0074] In some possible embodiments, the length of the reinforcing cord layer 11 is less than the length of the decoupling region 9.

[0075] The length of the reinforcing fabric layer is the length of the reinforcing fabric layer along the axial direction of the airbag structure 4.

[0076] In actual installation, the position of the reinforcing cord layer 11 can be determined based on the vulnerable area of ​​the conventional airbag structure 4. The length of the reinforcing cord layer 11 can be less than the length of the decoupling zone 9, so that its coverage only targets the vulnerable areas within the decoupling zone 9, avoiding increased thickness of the airbag structure 4 at the edges of the decoupling zone 9, which could affect installation or cause uneven expansion and contraction of the airbag structure 4. Optionally, the length of the reinforcing cord layer 11 is less than 100mm.

[0077] The axial length of the reinforced cord layer 11 needs to match the axial dimensions of most air spring decoupling zones 9 to ensure that the exposed weak parts of the decoupling zone 9 are fully covered, effectively resisting external impacts such as flying stones and sand particles, avoiding protection gaps caused by insufficient length, and avoiding excessive boundary stress and structural redundancy caused by excessive length covering the edge of the decoupling zone 9; in order to meet the protection accuracy and effectiveness of the reinforced cord layer 11.

[0078] In some possible embodiments, the thickness of the reinforcing cord layer 11 is the same as that of the first cord layer 10 and the second cord layer 12.

[0079] When the airbag structure 4 is under stress, the load can be uniformly transmitted along the direction perpendicular to the cord fabric layer. Stress concentration caused by excessive or insufficient thickness of a certain cord fabric layer should be avoided.

[0080] Consistent thickness of the cord fabric layers allows for a uniform interlayer contact interface with the rubber layer, preventing localized excessive thickness or thinness of the rubber layer due to thickness differences. During the dynamic expansion and contraction of the airbag structure 4, when the thickness of the three cord fabric layers is consistent, their tensile and compressive deformations remain synchronized, thereby reducing shear stress caused by deformation differences between layers. This prevents adhesive failure or interlayer delamination between the rubber layer and the cord fabric layers, ensuring the integrity and sealing of the decoupling zone 9 structure.

[0081] In some possible embodiments, the inner and outer sides of the reinforcing cord fabric 11 are coated with an adhesive.

[0082] The inner and outer sides of the reinforcing cord fabric layer 11 are fixedly connected to the first cord fabric layer 10 and the second cord fabric layer 12 respectively by adhesive. The adhesive bonds and fixes the fibers of the two adjacent cord fabric layers, reducing the risk of fiber breakage and interlayer delamination within the cord fabric layers, and improving the stability of the airbag structure 4 in the decoupling zone 9.

[0083] The adhesive can be a neoprene rubber type adhesive, a styrene-butadiene rubber modified adhesive, etc. During production, the fibers (cords) of the reinforcing cord layer 11 are completely immersed in the adhesive solution to ensure that the fibers on both sides are fully wetted; then the fibers are sent to a drying oven for drying and pre-curing; after the inner rubber layer and the second cord layer 12 are laid, the temporary adhesiveness of the pre-cured adhesive is used to accurately attach the reinforcing cord layer 11 to the corresponding position of the decoupling area 9 of the second cord layer 12; then the first cord layer 10 and the outer rubber layer are laid.

[0084] In some possible embodiments, the reinforcing cord layer 11 is a biaxially oriented woven fabric.

[0085] Biaxially oriented woven fabrics have a mesh structure with a higher fiber interlacing density and stronger cohesion between warp and weft fibers.

[0086] The surface of the biaxially oriented woven fabric is smoother, the fiber arrangement is more regular, and the contact area with the first cord fabric layer 10 and the second cord fabric layer 12 is larger. This avoids the concentration of interlayer shear stress caused by unidirectional deformation, reduces the risk of interlayer peeling, and improves the stability of the airbag structure 4.

[0087] Optionally, the warp and weft fibers of the first cord fabric layer 10 and the reinforcing cord fabric layer 11 are both at an angle to each other; the warp and weft fibers of the second cord fabric layer 12 and the reinforcing cord fabric layer 11 are both at an angle to each other.

[0088] Based on the same inventive concept, such as Figure 2 As shown in the figure, this application embodiment also provides an air spring assembly that adopts the above-described air spring airbag structure.

[0089] The air spring assembly includes an airbag structure 4, an inner support ring 5, etc. The inner support ring 5 is installed on the upper part of the airbag structure 4. The upper port of the airbag structure 4 is installed to the upper support sub-assembly 1 through the upper clamping ring 2, and the lower port of the airbag structure 4 is installed to the piston 8 through the lower clamping ring 6. Both the upper clamping ring 2 and the lower clamping ring 6 are fastened by a clamping machine.

[0090] Compared with the prior art, this application provides a reinforcing cord layer 11 inside the airbag structure 4 in the decoupling zone 9, increasing the thickness and strength of the airbag structure 4 in the decoupling zone 9. During installation, the protective cover 3 covering the outside of the decoupling zone 9 can be omitted.

[0091] Compared with the prior art, the air spring assembly provided in this application adopts the air spring airbag structure described above, possessing all its beneficial effects. The airbag structure 4 used in the air spring assembly of this application enhances the impact and puncture resistance of the decoupling area 9 by adding a reinforcing cord layer 11, effectively resisting the impact and wear of roadside flying stones, sand particles and other impurities. This solves the problem of easy damage to the airbag structure 4 in the decoupling area 9 of traditional air spring assemblies, improving the reliability and durability of the air spring assembly. By strengthening the airbag structure 4 in the decoupling area 9 by adding a cord layer, the thickness of the air spring assembly is increased only in the decoupling area 9 without affecting the thickness of other areas, ensuring the original elastic recovery capability of the air spring assembly, thereby ensuring driving comfort.

[0092] The reinforced cord fabric layer 11 is only locally strengthened in the decoupling area 9, without affecting the assembly and fit with existing components such as the sleeve 7, piston 8, clamping ring, and upper support sub-assembly 1, and without affecting the structure of other components. During installation, the airbag structure 4 in this application can be directly replaced with the traditional airbag structure 4, reducing the compatibility risk and improvement cost of product iteration.

[0093] In the air spring assembly of this application, since the durability of the airbag structure 4 in the decoupling region 9 is improved, the protective cover 3 can be omitted in practical applications; thus, the air spring assembly process is optimized, the input cost of parts is reduced, the installation cycle is shortened, and the product competitiveness of the air spring assembly is improved.

[0094] Based on the same inventive concept, this application also provides a vehicle that uses the above-mentioned air spring assembly.

[0095] The air spring assembly provided in this application, compared with the prior art, adopts the aforementioned air spring assembly and possesses all its beneficial effects. By modifying the airbag structure 4 of the air spring assembly, the impact and puncture resistance of the airbag structure 4 within the decoupling zone 9 is improved, preventing air spring assembly failure, enhancing the reliability of the air spring assembly, extending its service life, and reducing the frequency of replacement and maintenance costs. Simultaneously, the vibration damping effect of the air spring assembly can reduce vibration damage to other chassis components, which is beneficial for extending the service life of the entire vehicle chassis and improving vehicle reliability.

[0096] The air spring assembly is compatible with existing vehicle production lines and can directly replace traditional spring assemblies, reducing the technology transfer costs of vehicle production.

[0097] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An air spring airbag structure, characterized in that, The product comprises, from the outside in, an outer rubber layer, a first cord fabric layer (10), a second cord fabric layer (12), and an inner rubber layer, and further includes: A reinforcing cord fabric layer (11) is provided in the decoupling area (9), and the reinforcing cord fabric layer (11) is superimposed on the first cord fabric layer (10) and the second cord fabric layer (12).

2. The air spring airbag structure as described in claim 1, characterized in that, The reinforcing cord fabric layer (11) is disposed between the first cord fabric layer (10) and the second cord fabric layer (12).

3. The air spring airbag structure as described in claim 2, characterized in that, Within the decoupling zone (9), any two adjacent cord fabric layers are interleaved.

4. The air spring airbag structure as described in claim 3, characterized in that, The intersection angle between two adjacent cord layers in the decoupling zone (9) is greater than 0° and less than 90°.

5. The air spring airbag structure as described in claim 1, characterized in that, The edge of the reinforcing cord fabric layer (11) is flush with the edge of the decoupling area (9).

6. The air spring airbag structure as described in claim 1, characterized in that, The length of the reinforcing cord layer (11) is less than the length of the decoupling zone (9).

7. The air spring airbag structure as described in claim 1, characterized in that, The thickness of the reinforcing cord fabric layer (11) is the same as that of the first cord fabric layer (10) and the second cord fabric layer (12).

8. The air spring airbag structure as described in claim 1, characterized in that, The reinforcing cord fabric layer (11) is a biaxially stretched woven fabric.

9. An air spring assembly, characterized in that, It adopts the air spring airbag structure as described in any one of claims 1-8.

10. A vehicle, characterized in that, The air spring assembly as described in claim 9 is used.

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