air suspension system

Abstract

To provide an air suspension device which enables quick pressure control and is excellent in driving performance.SOLUTION: An air suspension device S includes: an air spring A disposed between a vehicle body and a wheel T; a chamber C connected to the air spring A through a fluid passage L; a piston P forming a fluid chamber R with the chamber C; and a drive part M which causes the piston P to reciprocate. The chamber C and the piston P are configured such that the reduced cubic capacity of the fluid chamber R per a unit travel distance along a moving axis of the piston P becomes small when the piston moves in a direction such that the cubic capacity of the fluid chamber R is reduced.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an air suspension device that adjusts the pressure of an air spring installed between a vehicle body and a wheel by supplying or discharging a fluid such as air to the air spring. [Background technology]

[0002] Conventionally, such an air suspension device is disclosed, for example, in Patent Document 1 (see

[0010] ,

[0035] and FIG. 1).

[0003] This air suspension system is equipped with hydraulically controllable shock absorbers on the left and right wheels, and adjusts the hydraulic pressure of the left and right shock absorbers to different pressures depending on the degree of inclination of the vehicle while it is running.

[0004] The left and right shock absorbers are connected by operating pipes filled with, for example, nitrogen gas, and the hydraulic pistons of the shock absorbers are operated by the supply and discharge of nitrogen gas. A cylinder with an air piston dividing the interior into two operating chambers is installed in the operating pipes. As this air piston moves back and forth, the volumes of the two operating chambers increase complementarily, operating the hydraulic pistons of the left and right shock absorbers relative to each other.

[0005] The vehicle is equipped with a vehicle attitude sensing means using a rolling ball or the like to sense the left and right tilt that occurs while the vehicle is running. Based on the results of this sensing, a step motor is operated forward and reverse, and a rack connected and fixed to an air piston in a cylinder is driven back and forth via a series of several gears.

[0006] With this configuration, different hydraulic pressures are generated in the left and right shock absorbers according to the inclination of the vehicle while it is running, thereby controlling the inclination of the vehicle and improving the riding comfort. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] Japanese Patent Application Publication No. 10-297238 Summary of the Invention [Problem to be solved by the invention]

[0008] In the conventional air suspension system described above, in order to perform posture control according to driving conditions, after a control signal is output to the motor, the shock absorber must quickly output a load that can change the vehicle's posture. To achieve this, the pressure of the nitrogen gas supplied to the shock absorber must be quickly controlled.

[0009] To increase the pressure of the nitrogen gas more quickly, it is possible to reduce the volume of air changed by the air piston. The smaller the air volume, the greater the degree of pressure increase for a given stroke of the air piston.

[0010] However, in this case, the air spring constant determined by the air inside the operating pipe increases, and the operating load of the air piston also increases. As a result, the flexibility of the shock absorber's movement is lost, and the vehicle's ride comfort deteriorates. Also, a large motor is required to ensure the operating load of the air piston, which increases the size of the device. Furthermore, costs also increase.

[0011] As described above, conventional air suspension systems have various problems that need to be solved, and there has been a demand for an air suspension system that is capable of rapid pressure control and has excellent driving performance. [Means for solving the problem]

[0012] (Features and configuration) The air suspension device according to the present invention has the following characteristic configuration: an air spring interposed between the vehicle body and the wheel; a chamber connected to the air spring via a fluid flow path; a piston that forms a fluid chamber between itself and the chamber; a drive unit that reciprocates the piston, When the piston moves in a direction in which the volume of the fluid chamber is reduced, the amount of reduction in the volume of the fluid chamber per unit movement distance along the movement axis of the piston becomes smaller. Hello, The piston includes a piston body and a head portion extending and retracting from the piston body in a direction perpendicular to the movement axis, The inner wall of the chamber that abuts against the head portion in the retracting direction of the head portion is an inclined surface that approaches the movement axis the closer it is to the contraction side end, which is the end of the reciprocating movement range of the piston and where the volume of the fluid chamber is minimum. It's at the point.

[0013] (effect) The air suspension system of this configuration connects a chamber whose volume can be changed by a piston to an air spring that cushions the up and down movement of the wheels. The fluid is, for example, air, and the piston moves in accordance with the vehicle's driving conditions, supplying air from a fluid chamber formed in the chamber to the air spring. This quickly increases the pressure of the air spring and suppresses its compression. At the same time, it prevents the spring constant from increasing, maintaining a high-quality ride comfort of the vehicle.

[0014] For example, when driving on an uneven road or around a curve, air needs to be supplied to the air spring to quickly respond to the sinking of the vehicle body. That is, the piston is driven to reduce the volume of the chamber, and the air in the chamber is supplied to the air spring. The piston and chamber in this configuration are configured so that the amount of air supplied per unit distance traveled by the piston changes. For example, the amount of air supplied to the air spring per unit distance traveled by the piston gradually decreases between the beginning when the chamber volume begins to reduce and the end when the chamber has reduced in volume.

[0015] With this configuration, the increase in air spring pressure is large when the piston starts to push in, and then gradually decreases. As a result, when a sudden load acts on a specific wheel, such as when the vehicle is traveling on an uneven road, air is instantly supplied to the air spring of that wheel, preventing the vehicle body from sinking.

[0016] On the other hand, the amount of air supplied to the air spring gradually decreases as the piston is pushed in. This prevents the spring constant of the air spring from increasing, improving the operability of the piston.

[0017]

[0018] (effect) Consider the case where the piston and chamber of this configuration are used and the piston is pushed in a direction that reduces the volume of the chamber. Because the inner wall of the chamber is formed as an inclined surface, the volume reduction corresponding to the movement of the piston per unit length increases the further the piston is pushed in the direction of compression. In other words, when the piston is pushed in at a constant speed, the volume reduction is large at the beginning of the compression, allowing the air spring pressure to increase quickly.

[0019] When a certain amount of air is supplied to the air spring, the pressure in the air spring increases, and the spring constant also increases accordingly. However, the amount of air supplied to the air spring is high at the beginning of the piston's compression and decreases towards the end of the compression. This reduces the increase in spring constant in response to the piston stroke, resulting in an air suspension device that provides a comfortable ride.

[0020] Furthermore, the driving force required to push the piston is determined by the total amount of pressure acting on the end face of the piston, but the area of ​​the piston end face in this configuration decreases as the piston is pushed in. Therefore, compared to when a piston with a constant area is pushed in, for example, the increase in the pushing force of the piston as it is pushed in is mitigated. This allows the maximum output of the motor used for driving to be reduced, resulting in a compact and inexpensive air suspension device.

[0021] In the air suspension device of the present invention, the chamber and the piston are arranged in a state where one is inserted into the other, and a cylindrical diaphragm is connected in a folded state across the opposing surfaces of the chamber and the piston to form the fluid chamber, and it is convenient that the area of ​​a plane perpendicular to the axis of movement formed between the opposing surfaces of the chamber and the piston is wider towards the opening of the inserted member.

[0022] (effect) In this configuration, the gap between the chamber and the piston changes depending on the position of the piston, and a folded diaphragm is provided between them. This configuration also allows the volume of the fluid chamber to decrease significantly at the beginning of the piston's depression, and the degree of volume decrease becomes more gradual as the piston moves forward.

[0023] The diaphragm of this configuration is mounted on the opposing surfaces of the chamber and the piston, and its attachment portions abut against both surfaces, while its folded portion separates from the surfaces and expands due to the air contained within. This expanded portion is formed along the annular gap formed between the chamber and the piston, and the cross section of the diaphragm perpendicular to the direction of extension of the gap is approximately circular.

[0024] The diaphragm forms a space with a circular cross section at the portion separated from the chamber and the surface of the piston, and this space expands at an accelerated rate as the gap between the chamber and the piston increases with the piston being pressed in.

[0025] That is, the further the piston is pushed in, the smaller the volume of the fluid chamber formed by the piston and the chamber becomes, but the volume of the space formed in the folded portion of the diaphragm increases at an accelerated rate as the piston is pushed in. In other words, the degree of decrease in the volume of the fluid chamber is greater at the beginning of the piston's push and then gradually decreases.

[0026] This configuration allows a large amount of air to be supplied to the air spring quickly, preventing an increase in the spring constant. Furthermore, the piston and chamber can be configured very simply, for example, by making one of them conical.

[0027] Furthermore, with regard to the piston's pushing force, the area of ​​the diaphragm that bulges out and does not contact either the chamber or the piston increases the further the piston is pushed in. Because the internal air pressure acting on this bulging area acts in the direction in which the piston is pushed in, the reaction force acting on the piston is reduced the further the piston is pushed in. This reduces the piston driving force required in the latter half of the piston's push, and reduces the motor output required.

[0028] In this manner, with this configuration, it is possible to obtain a compact, inexpensive air suspension device that can quickly control spring force without impairing ride comfort. [Brief explanation of the drawings]

[0029] [Figure 1] FIG. 1 is an explanatory diagram showing the configuration of an air suspension device according to a first embodiment. [Figure 2] FIG. 1 is an explanatory diagram showing the configuration of a piston and a chamber according to a first embodiment; [Figure 3] Graph showing the relationship between the piston stroke of an air spring and the pressure and load [Figure 4] FIG. 10 is an explanatory diagram showing the configuration of an air suspension device according to a second embodiment. [Figure 5] FIG. 10 is an explanatory diagram showing the configuration of an air suspension device according to a second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0030] [First embodiment] (overview) The air suspension device S according to the present invention can be used, for example, in the front suspension or rear suspension of a four-wheel vehicle. In this embodiment, as shown in Fig. 1, in the front suspension, air, which is a fluid, is supplied to a first air spring A1 and a second air spring A2 provided on each of the left and right wheels T to adjust the left and right vehicle heights.

[0031] Here, the amount of air supplied to each air spring A is increased or decreased by a chamber C and a piston P connected to each of the left and right air springs A. The left and right pistons P are connected to each other and are reciprocated by a motor M1, which is a common drive unit M. This causes the pressure of the left and right air springs A to be increased or decreased alternately.

[0032] The total amount of air held between the left and right air springs A and chamber C is supplied and discharged from pump K, which serves as an air supply source, via left and right control valves H. A first control valve H1 is installed between pump K and the left first air spring A1, and a second control valve H2 is installed between pump K and second air spring A2. In principle, the height of first air spring A1 and second air spring A2 is adjusted using the air held between air spring A and chamber C and in the flow path L between them, and the height of air spring A is adjusted by supplying and discharging air secured in chamber C to air spring A. Pump K, control valve H, drive unit M, etc. are controlled and driven by control unit J.

[0033] In this embodiment, the left and right mechanisms are the same, so the details of the mechanism will be described using the left side as an example. As shown in Figures 1 and 2, the left front wheel LT is supported by a first air spring A1, which is connected to a fluid supply / discharge unit B that supplies air, an example of a fluid. This fluid supply / discharge unit B has a first flow path L1 that branches off from the first air spring A1 and a first chamber C1 that is connected to this first flow path L1. A first piston P1 moves relative to this first chamber C1, and a first fluid chamber R1 with a variable volume is formed between them. The first piston P1 can be moved back and forth by a drive unit M.

[0034] Similarly, the right front wheel RT is provided with a fluid supply / discharge unit B and a drive unit M that are also used on the left side. A second piston P2 is connected to this drive unit M, and a second fluid chamber R2 with a variable volume is formed between the second piston P2 and a second chamber C2. The second chamber C2 is connected to a second air spring A2 via a second flow path L2.

[0035] Regardless of FIG. 1, the air suspension device S for supporting the left and right wheels T may be configured with the left and right fluid supply and discharge sections B and drive sections M configured completely independently.

[0036] In the fluid supply / discharge unit B that supports the left front wheel LT, when the first piston P1 moves in the direction that reduces the volume of the first fluid chamber R1, the amount of volume reduction of the first fluid chamber R1 gradually decreases per unit moving distance of the first piston P1 along the movement axis X. To achieve this, as shown in Figure 2, part of the wall surface of the first chamber C1 is formed as an inclined plane F1, and the end area of ​​the first piston P1 that abuts against this inclined plane F1 is made variable.

[0037] (First Chamber) As shown in Fig. 2, the first chamber C1 is generally cup-shaped and has a wall made up of four surfaces. Two of the opposing surfaces are substantially triangular parallel planes that are equidistant from each other, and the remaining two opposing surfaces are rectangular inclined planes F1 that are angled relative to each other as shown in Fig. 2. The inclination of the inclined planes F1 is such that the closer the distance between the inclined planes F1 is to the first piston P1, the more the first piston P1 is displaced in the direction that reduces the first fluid chamber R1.

[0038] (1st piston) In contrast, the first piston P1 has a piston body Pa that extends along the movement axis X and is driven by a drive unit M. The piston body Pa is formed with, for example, a rack gear G1, and the piston body Pa is reciprocated by a pinion gear G2 that the drive unit M has.

[0039] A head portion Pb is provided at the tip of the piston body Pa. The head portion Pb has a base portion Pb1 that protrudes from the piston body Pa in a direction perpendicular to the reciprocating direction, and a protruding / retracting portion Pb2 that moves further along the protruding direction of the base portion Pb1 relative to the base portion Pb1. By providing such a base portion Pb1 and protruding / retracting portion Pb2, the protruding / retracting portion Pb2 follows the inclined plane F1 of the first chamber C1 when the first piston P1 reciprocates.

[0040] As shown in Figure 2, the base Pb1 is made up of, for example, two flat plates, with the protruding / retracting portion Pb2 sandwiched and held between them. The two protruding / retracting portions Pb2, which protrude and retract in opposite directions, are constantly biased in the direction of protruding toward the inclined plane F1 by a biasing member E, such as a coil spring E1, provided between the piston body Pa and the protruding / retracting portions Pb2. With this configuration, the protruding / retracting portion Pb2 always slides in close contact with the inclined plane F1.

[0041] The opposing inclined planes F1 of the chamber C may be curved. Although not shown in the drawings, for example, as long as the distance between the two opposing surfaces becomes narrower toward the back in the pushing direction of the piston P, the chambers may be configured with convex surfaces facing each other or concave surfaces facing each other.

[0042] By providing the drive unit M having this configuration, air can be quickly supplied to the air spring A in response to the sinking of the vehicle body when the vehicle travels on an uneven road surface or around a curve. For example, when driving the first piston P1, the drive unit M pushes the first piston P1 into the first chamber C1 at a constant speed. At this time, due to the inclined plane F1, the area of ​​the end face of the first piston P1 is large when the first piston P1 is initially pushed in, and a large amount of air is supplied. On the other hand, as the first piston P1 continues to be pushed in, the area of ​​the end face of the first piston P1 becomes smaller, and the amount of air supplied decreases.

[0043] When a predetermined amount of air is supplied to the first air spring A1, the pressure in the first air spring A1 increases, and the spring constant also increases accordingly. However, the amount of air supplied to the first air spring A1 is high at the beginning of the compression of the first piston P1 and decreases towards the end of the compression, so the increase in the spring constant according to the stroke of the first piston P1 is mitigated, resulting in an air suspension device S with a comfortable ride.

[0044] Furthermore, the driving force required to push the first piston P1 is determined by the total amount of pressure acting on the end face of the first piston P1. However, the area of ​​the end face of the first piston P1 in this configuration decreases as the piston P1 is pushed because the protruding / retreating portion Pb2 retracts. Therefore, compared to, for example, pushing a piston with a constant area, the increase in the pushing load of the first piston P1 that accompanies the pushing is mitigated. This allows the maximum output of the motor M1 used for driving to be reduced, resulting in a compact and inexpensive air suspension device S.

[0045] In order to efficiently increase the pressure of the first air spring A1, it is preferable to supply and exhaust air in a heat-insulating environment, so it is advisable to cover the first piston P1, the first chamber C1, the first flow path L1, etc. with a heat-insulating material.

[0046] [Example] 3(a) and 3(b) show measurement results relating to the characteristics of the air spring A. The graph in FIG. 3(a) shows the relationship between the stroke of the piston P and the pressure of the air spring A when air is supplied to and discharged from the air spring A using various chambers C and pistons P. The measurement results using the chamber C and piston P of this configuration are shown by the solid line in the graph. For comparison, a chamber C and piston P with a larger volume than the first chamber C1 of this embodiment, both of which have a normal cylindrical shape, is shown by the dashed-dotted line (Comparative Example 1). As yet another comparative example, a chamber C and piston P with the same volume as the first chamber C1 of this embodiment, both of which have a cylindrical shape, is shown by the dotted line (Comparative Example 2).

[0047] According to this, in the present embodiment (solid line) in which the volume of the first chamber C1 is small, the degree of pressure increase relative to the stroke of the first piston P1 was large. This was also the case in Comparative Example 2 (dotted line) in which the volume was small. On the other hand, in Comparative Example 1 (dashed line) in which the volume was large, the degree of pressure increase relative to the stroke of the first piston P1 was small. As such, it can be seen that when the total volume of the first air spring A1 and the volume of the first chamber C1 is small, the operation of the first piston P1 has a large effect on pressure changes.

[0048] On the other hand, the graph in Figure 3(b) shows the relationship between the stroke of the first piston P1 and the load acting on the first piston P1. The distinction between solid lines, dashed lines, and dotted lines in the graph is the same as in Figure 3(a).

[0049] According to this, in this embodiment (solid line) in which the volume of the first chamber C1 is small and the inclined surface is provided, the degree of increase in the load acting on the first piston P1 relative to the stroke of the first piston P1 was gradual. This was the same as in Comparative Example 1 (dashed line) in which the volume was large. On the other hand, in Comparative Example 2 (dotted line) in which the first chamber C1 was cylindrical and had a small volume, the degree of increase in the load acting on the first piston P1 relative to the stroke of the first piston P1 was large.

[0050] When the volume of the first chamber C1 is large, the total amount of air in the first air spring A1 and the first chamber C1 increases, and the effect of the stroke of the first piston P1 is reduced, resulting in a smaller pressure increase. Therefore, it is thought that the increase in the load acting on the first piston P1 also decreases. Meanwhile, in this embodiment, the first piston P1 slides on the inclined plane F1 of the first chamber C1, and particularly when the first piston P1 is pushed in, the protruding / retracting portion Pb2 retracts so as to approach the axis X of movement of the first piston P1. This reduction in the end area of ​​the first piston P1 alleviates the increase in the load acting on the first piston P1.

[0051] In this way, in the air suspension device S of this embodiment, because the inner wall of the chamber C is formed into an inclined surface, the amount of volume reduction corresponding to the unit length of movement of the piston P increases the further the piston P is positioned in the pushing direction. Therefore, when the piston P is pushed in at a constant speed, the amount of volume reduction is large at the beginning of the pushing, allowing for a rapid increase in pressure in the air spring A. Meanwhile, the degree of pressure increase in the air spring A gradually decreases as the piston P is pushed in, mitigating the increase in the spring constant. In this way, when the chamber C and piston P of this configuration are used, an air suspension device S with a comfortable ride can be obtained.

[0052] Furthermore, mechanically, the end area of ​​the piston P decreases as the piston P is pushed in, so the increase in the pushing force of the piston P is mitigated compared to, for example, when pushing in a piston P with a constant area. This makes it possible to reduce the maximum output of the motor M1 used for driving, resulting in a compact and inexpensive air suspension device S.

[0053] Second Embodiment 4 and 5 show an air suspension device S according to a second embodiment. In this embodiment, the first chamber C1 and the first piston P1 are two cylindrical members that are inserted into each other and connected by a deformable diaphragm D.

[0054] In Fig. 4, a cylindrical first piston P1 is fitted onto a conical first chamber C1, and a cylindrical diaphragm D is connected in a folded state to the surfaces that face each other. This forms a first fluid chamber R1 inside the first chamber C1, the first piston P1, and the diaphragm D. The first chamber C1 is configured with a smaller diameter on the side of the first flow path L1, and the diaphragm D is attached so that the folded portion Da is convex on the side of the first flow path L1.

[0055] One of the first pistons P1 is integrally formed with a cylindrical wall portion Pc, a bottom portion Pd, and a piston body Pa extending from the bottom portion Pd. A cylindrical outer cylinder Pe is further connected to the cylindrical wall portion Pc and extends away from the piston body Pa. One end of the diaphragm D is sandwiched and fixed between the cylindrical wall portion Pc and the outer cylinder Pe, and the other end is fixed to the outer peripheral surface of an opening Ca at the end of the first chamber C1 opposite to the first flow path L1. The shapes of the first chamber C1 and the first piston P1 can be extremely simple, for example, by making one of them conical.

[0056] By using the outer cylinder Pe, the radial expansion of the diaphragm D is restricted by the outer cylinder Pe, and the amount of circumferential strain that occurs when the diaphragm D rolls is reduced. This improves the durability of the diaphragm D and makes it less likely that problems such as air leaks will occur.

[0057] 4, the lower part shows the state before the first piston P1 is pushed in, and the upper part shows the state after the first piston P1 has been pushed in. At this time, as the first piston P1 moves, the folded portion Da of the diaphragm D moves relative to the conical surface of the first chamber C1. When the diaphragm D is in a position away from the first chamber C1 and the outer cylinder Pe, the area of ​​the annular plane Df perpendicular to the movement axis X of the first piston P1 increases as the folded portion Da of the diaphragm D approaches the first flow path L1.

[0058] In the state shown in the upper part of Figure 4, compared to the state shown in the lower part, both ends of the diaphragm D are closer to each other along the direction of the movement axis X of the first piston P1, and the area of ​​the folded portion Da that does not abut against either the outer cylinder Pe or the first chamber C1 is enlarged. In other words, the volume of the annular space formed by the folded portion Da is enlarged. This increase in volume does not increase proportionally to the stroke length of the first piston P1 because the outer surface of the first chamber C1 is a conical surface, but rather increases at an accelerated rate. Although the volume of the first fluid chamber R1 is reduced by the first piston P1 being pushed toward the first chamber C1, the volume of the first fluid chamber R1 is enlarged because the folded portion Da expands, and the degree of volume reduction of the first fluid chamber R1 is reduced as the first piston P1 is pushed further.

[0059] As a result, as in the first embodiment, the volume of the first fluid chamber R1 decreases significantly at the beginning of the compression of the first piston P1, and the volumetric reduction decreases as the compression progresses. Therefore, the pressure of the first air spring A1 increases rapidly in response to the stroke of the first piston P1 at the beginning of compression, while the increase in the spring constant of the first air spring A1 is reduced. This allows for an air suspension device S with a comfortable ride.

[0060] Furthermore, with regard to the pushing load of the first piston P1, the further the first piston P1 is pushed, the larger the area of ​​the turn-back portion Da that does not abut against either the first chamber C1 or the outer cylinder Pe becomes. Since the internal air pressure acting on this turn-back portion Da acts in the direction in which the first piston P1 is pushed, as shown in Figure 4, the further the first piston P1 is pushed, the smaller the reaction force acting on the first piston P1 becomes. This reduces the driving force required in the latter half of the pushing of the first piston P1, making it possible to reduce the size of the motor M1 used.

[0061] As described above, the air suspension device S according to the second embodiment can also quickly control the pressure of the air springs to maintain good ride comfort, and can be constructed in a compact and inexpensive manner.

[0062] 5, the first piston P1 has a conical shape with a smaller diameter on the piston body Pa side, and the first chamber C1 has a cylindrical shape. Here, the cylindrical first chamber C1 is extrapolated to the first piston P1, and a diaphragm D is provided between the two. The folded portion Da of the diaphragm D is oriented so as to form a convex shape on the piston body Pa side of the first piston P1.

[0063] This configuration also provides the same function as that shown in Figure 4. However, in this configuration, the driven first piston P1 is inserted inside the first chamber C1, so the first piston P1 is less likely to interfere with other objects when mounted on a vehicle. This provides an air suspension device S with excellent mountability. [Industrial Applicability]

[0064] The air suspension device of the present invention can be widely used in, for example, a vehicle in which a wheel is supported by an air spring and the pressure of the air spring is changeable. [Explanation of symbols]

[0065] A Air spring C Chamber D diaphragm Df plane F Inclined surface L flow path M Drive Unit P piston Pa piston body Pb head R Fluid chamber S Air suspension device T-wheel X center of movement

Claims

1. an air spring interposed between the vehicle body and the wheel; a chamber connected to the air spring via a fluid flow path; a piston that forms a fluid chamber between itself and the chamber; a drive unit that reciprocates the piston, When the piston moves in a direction in which the volume of the fluid chamber is reduced, the amount of volume reduction of the fluid chamber per unit movement distance along the movement axis of the piston is reduced, The piston includes a piston body and a head portion extending and retracting from the piston body in a direction perpendicular to the movement axis, An air suspension device in which the inner wall of the chamber that abuts against the head portion in the retracting direction of the head portion is an inclined surface that approaches the axis of movement as it approaches the contraction end, which is the end of the piston's reciprocating range and where the volume of the fluid chamber is smallest.

2. the chamber and the piston are disposed one over the other; a cylindrical diaphragm is folded over and connected to the opposing surfaces of the chamber and the piston to form the fluid chamber; 2. The air suspension device according to claim 1, wherein the area of ​​a plane perpendicular to the axis of movement, which is formed between the opposing surfaces of the chamber and the piston, is configured to be wider toward the opening of the extrapolated member.

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