CN111043206A - Double-air-bag double-spring shock absorber for light vehicle - Google Patents
Double-air-bag double-spring shock absorber for light vehicle Download PDFInfo
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- CN111043206A CN111043206A CN202010058054.9A CN202010058054A CN111043206A CN 111043206 A CN111043206 A CN 111043206A CN 202010058054 A CN202010058054 A CN 202010058054A CN 111043206 A CN111043206 A CN 111043206A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F13/00—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs
- F16F13/002—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising at least one fluid spring
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Abstract
The invention discloses a double-air-bag double-spring shock absorber for a light vehicle, which comprises a hydraulic shock absorber, wherein a double-spring shock absorption structure is arranged on the outer side of the hydraulic shock absorber in a surrounding manner, the double-spring shock absorption structure is connected with a first shock absorption air bag in series, and a series body of the double-spring shock absorption structure and the first shock absorption air bag is connected with the hydraulic shock absorber in parallel; the hydraulic shock absorber is connected with a second shock absorption air bag in series, the air pressure of the second shock absorption air bag is smaller than that of the first shock absorption air bag, the second shock absorption air bag is communicated with an air storage chamber, and a normally open vent valve is arranged between the air storage chamber and the second shock absorption air bag. The beneficial effect of this scheme can learn according to the statement to above-mentioned scheme, simple structure, reasonable in design, and no matter enable light vehicle be light load or when full-load, can both when going on uneven road surface, effectively prevent jolting and quivering of automobile body.
Description
Technical Field
The invention relates to the field of vehicle damping structures, in particular to a double-airbag double-spring damper for a light vehicle.
Background
In the present application, the two words "shock absorption" and "shock absorption" are frequently used, the meaning of which is different, as are the technical effects of the technical features involved. When the vehicle runs into obstacles, a shock absorption structure, generally a spring, is required to absorb the impact energy of the wheels, so that the vibration of the vehicle body is reduced. After the spring absorbed the energy, this energy transfer to the spring can lead to the incessant vibration of spring, can cause the vehicle constantly to jolt, needs energy dissipation damping structure this moment, generally is hydraulic damper to make the potential energy that holds in the spring rapidly change into heat energy, reduce the automobile body vibration.
As the prior art, the double-spring damping structure has the advantages that in a certain load range, the damping spring with the smaller elastic coefficient is in a stretching state, the damping spring with the larger elastic coefficient is in a compressing state, and the energy storage effect is better than that of a single spring with the elastic coefficient being the sum of the elastic coefficients of the two damping springs, so that the better damping effect can be achieved.
As the prior art, the hydraulic damper has the function of eliminating the potential energy of the spring and preventing the spring from rebounding, thereby preventing the vehicle body from jolting. If no hydraulic damper is provided, the collided spring is compressed, absorbs the vibration energy, can rebound upwards quickly and exceed the original length, and can contract quickly and vibrate repeatedly due to excessive stretching. The vehicle body can bounce to a height higher than the original height and then descend to a very low height, so that the vehicle body does reciprocating jolt, has larger amplitude than the amplitude without the spring shock absorption, and also has reciprocating action. The hydraulic damper in the prior art can be quickly shortened under the action of external force, but is slowly stretched, namely when encountering an obstacle, the hydraulic damper does not prevent the damping spring from quickly contracting and absorbing energy, but when the spring is required to rebound and extend, the hydraulic damper can prevent the spring from quickly extending so as to eliminate the rebound energy of the spring. Therefore, the existing hydraulic damper can put a spring to quickly buffer the vibration of the wheel; but does not allow the spring to expand rapidly, thereby resisting vehicle body jounce.
In the prior art, a dual-spring shock absorbing structure is used together with a hydraulic shock absorber to form a shock absorbing device capable of rapidly absorbing shock.
At present, some light vehicles including electric vehicles mainly support the vehicle body by a damping spring, and when the vehicle runs on an uneven road surface, the damping spring is used for damping the energy of the vibration. However, when people carry goods, the weight ratio of people and goods to the vehicle is large, and the damping spring is easily pressed to be difficult to exert the damping effect. For example, when a vehicle with 800 kilograms of empty load is loaded with three or five persons, the damping spring is compressed to a certain degree, bumps such as a speed bump and the like are touched on the road, the damping spring is difficult to be compressed again, and accordingly, the vehicle body and the vehicle axle are connected rigidly, and the damping effect is difficult to exert.
Disclosure of Invention
The invention provides a double-airbag double-spring shock absorber for a light vehicle, which has simple structure and reasonable design, can effectively prevent the vehicle body from bumping and vibrating when the light vehicle runs on an uneven road no matter the light vehicle is under light load or under full load, and aims to overcome the defects of the prior art.
In order to achieve the purpose, the invention provides a double-airbag double-spring shock absorber for a light vehicle, which comprises a hydraulic shock absorber, wherein a double-spring shock absorption structure is arranged on the outer side of the hydraulic shock absorber in a surrounding manner, the double-spring shock absorption structure comprises a first shock absorption spring arranged on the hydraulic shock absorber in a surrounding manner, a second shock absorption spring is arranged on the outer side of the first shock absorption spring in a surrounding manner, and the elastic coefficient of the first shock absorption spring is smaller than that of the second shock absorption spring;
when the vehicle is light in load, the first damping spring is in a stretching state, and the second damping spring is in a compressing state;
when the vehicle is loaded more, the first damping spring and the second damping spring are both in a compressed state;
the double-spring damping structure is connected with a first damping air bag in series, and a series body of the double-spring damping structure and the first damping air bag is connected with the hydraulic damper in parallel;
the hydraulic shock absorber is connected in series with a second shock absorption air bag, the air pressure of the second shock absorption air bag is smaller than that of the first shock absorption air bag, the second shock absorption air bag is communicated with an air storage chamber, and a normally open vent valve is arranged between the air storage chamber and the second shock absorption air bag;
the lower end of the hydraulic shock absorber is connected with the axle, and the upper ends of the two shock absorption air bags are connected with the frame or the vehicle body.
Further, a first disc is arranged at the top end of the shell of the hydraulic damper, the first disc is connected with a first damping air bag, and the first damping air bag is positioned below the first disc;
the shell is sleeved with a sliding flange, the sliding flange is connected with the first damping air bag, and the first damping air bag is positioned above the sliding flange;
the first damping air bag is annular and surrounds the shell;
the lower surface of the sliding flange is connected with the first damping spring and the second damping spring.
Furthermore, a guide rod is arranged at the center of the upper surface of the first disc, the guide rod is connected with a guide sleeve in a sliding mode, a second disc is arranged at the lower end of the guide sleeve, and the damping air bag II is arranged between the first disc and the second disc;
the second damping air bag is annular and surrounds the guide rod;
the second air pressure of the shock absorption air bag is 80-95% of the first air pressure of the shock absorption air bag.
Further, the first damping air bag is in a tire shape which is self-formed into a closed inner cavity;
the contact surfaces of the damping air bag I, the disc I, the shell and the sliding flange are provided with an anti-abrasion sleeve, and the anti-abrasion sleeve is thickened towards the shell part;
the outer side part of the contact surface of the first damping air bag and the sliding flange is provided with a first annular belt;
the outer side part of the contact surface of the first damping air bag and the first disc is provided with a second annular belt;
a first pressure plate is arranged in cooperation with the first annular belt, and the first pressure plate and the sliding flange clamp the first annular belt and the anti-abrasion sleeve;
a second pressing plate is arranged in a matching manner with the second annular belt, and the second pressing plate and the first disc clamp the second annular belt and the anti-abrasion sleeve;
the first pressure plate, the first annular belt, the anti-abrasion sleeve and the sliding flange are connected through countersunk bolts;
the pressure plate II, the annular belt II, the anti-abrasion sleeve and the disc I are connected through countersunk bolts;
the cross sections of the plate edges of the first pressing plate and the second pressing plate are arc-shaped;
the sliding flange is provided with a first through hole, the first through hole is close to the outer side part of the first damping air bag, the first damping air bag is provided with a normally closed air inlet valve, and the air inlet valve passes through the first through hole;
the air inlet valve is communicated with an air compressor.
Further, a first set distance is arranged between the first damping air bag and the shell, so that when the first damping air bag is compressed in the presence of vibration, enough space is reserved among the first disc, the shell and the sliding flange to enable the first damping air bag to extend.
Furthermore, the second damping air bag is in a tire shape which is self-formed into a closed inner cavity;
the top of the second damping air bag is provided with uniformly distributed bulges, and the two pairs of discs are provided with uniformly distributed upward grooves corresponding to the bulges;
a second through hole is formed in the center of each groove, and the normally-open vent valves with a set number of first vent valves are arranged on the second damping air bag corresponding to the first through holes;
the air storage chamber is communicated with the air compressor through a normally closed valve;
and the second damping air bag is provided with a second set number of bolts corresponding to the second through hole.
Further, fixing belts are uniformly distributed at the bottoms of the damping air bags, and bosses are arranged on the upper surface of the first disc and matched with the fixing belts;
the fixing band is matched with the fixing band and is further provided with a third pressing plate, the cross section of the edge of the third pressing plate is arc-shaped, the third pressing plate and the boss clamp the fixing band, and a countersunk head screw penetrates through the third pressing plate and is connected with the fixing band and the boss.
Furthermore, the upper surface of the first disc is also provided with a rubber block, and the height of the rubber block is greater than the sum of the heights of the first pressing plate, the fixing belt and the boss.
Furthermore, a set distance II is arranged between the inner ring of the second damping air bag and the guide rod, a set distance III is arranged between the rubber block and the guide rod, and the set distance II is larger than the set distance III, so that when the second damping air bag is completely deflated, the inner ring of the second damping air bag can be positioned between the rubber block and the guide rod to form a bulged air bag, and the air bag is not in contact with the guide rod.
As background art, light vehicles sometimes have less load and the dual spring shock absorbing structure functions well; when the vehicle load is large, the spring shock-absorbing structure does not work well. However, when the load is large, the spring is compressed to a large extent and then continues to be compressed, the same compression length requires more and more energy provided by the outside, that is, the same collision energy and the compression length of the spring are less and less, so that when obstacles such as a speed bump and the like are met, the buffering effect of the spring is not obvious, and large vibration is still transmitted to the vehicle body.
At this time, the effect of arranging the first damping airbag is remarkable. And after the vehicle is ignited, the damping air bag is inflated when the vehicle is not driven, so that the vehicle body is at a proper height, and the vehicle is loaded at the moment. And the first damping air bag and the damping spring are connected in series, so that the stress is the same. After the vehicle is heavily loaded, when the vehicle encounters slight vibration, such as a speed bump of a pedestrian crossing, the distance from the ground is only 3-5mm, the length of the continuous compression of the spring is very small, but the response amplitude of the first damping air bag is larger than that of the spring due to the approximately constant air pressure of the first damping air bag.
In addition, at the time of a collision, some energy may also transmit vibration energy to the vehicle body in a form related to the resonance frequency of the vehicle component, causing such things as rattling of the door, micro-rattling of the vehicle body, and the like. The hydraulic damper acts as a metal component and is also a conductor of such vibrations. Such micro-tremor causes great discomfort to the person and therefore the ability to eliminate it is often an important criterion for identifying the grade of the vehicle. The metal is known to have a good sound transmission effect, and the damping air bag is supported by rubber and is filled with air, so that a sound insulation effect can be achieved, and the transmission of slight vibration can be effectively reduced.
After the first damping air bag is arranged, the spring damping is adopted instead of the full air bag damping structure, and the first damping air bag is not deflated and inflated to a certain degree. After the vehicle is ignited and the vehicle is not running, the first damping air bag is inflated to a certain degree, so that the vehicle body is not inflated any more after reaching a certain supporting height. If the pure air bag is adopted for damping, the air bag is continuously inflated and deflated. To maintain the height of the vehicle body, a constant pressure is required for the air bag, otherwise the driving requirements cannot be met, and thus the power of the air pump is required to be large. As a light vehicle, either in space or for economic reasons, it is not affordable. Therefore, a skillful method is adopted, and the advantages of various spring structures and air bag structures are utilized to avoid the disadvantages of the spring structures and the air bag structures, so that the spring structures and the air bag structures are combined for use.
The second damping air bag has the function of enabling the vehicle body to slowly fall when the vehicle body is at a high position, so that the vibration of the vehicle body is reduced. For example, when the vehicle runs at a normal constant speed and suddenly encounters a deceleration strip, when the vehicle passes through the deceleration strip, because the vehicle body is heavy and has inertia, the vehicle body and the deceleration strip press the first damping air bag and the spring, and the spring and the damping air bag are quickly shortened. When the tire just passes through the deceleration strip, the spring and the damping air bag are stretched initially, but the stretching of the spring and the damping air bag is slower due to the action of the hydraulic damper; at the moment, if the damping air bag II is not arranged, the vehicle body carries the damping air bag I, the spring and the wheels to have an instant suspension process, and then the vehicle body can be smashed downwards heavily under the action of gravity, so that primary vibration and bumping are formed.
Because the pressure of the second damping air bag is 95 percent of the supporting force of the whole shock absorber, the top and the bottom of the second damping air bag are contacted when the second damping air bag does not bump at all in a steady running and static state. That is, the second cushion bladder is fully deflated when the first cushion bladder and the spring are not suspended. When the first damping air bag and the spring are suspended, the second damping air bag extends rapidly, so that the wheels are rapidly bounced down and grounded, 95% of the weight of the vehicle body is supported, the vehicle body is slowly descended, and the one-time vibration and bumping of the vehicle body are avoided. Then, the first shock-absorbing air bag and the spring are gradually extended, and the vehicle body also presses the second shock-absorbing air bag to be deflated again.
When the deceleration strip is used, the shock absorption air bag firstly absorbs the shock of the wheel at the moment of contact with the deceleration strip, and the shock absorption air bag secondly absorbs the shock of the wheel at the moment of landing.
The beneficial effect of this scheme can learn according to the statement to above-mentioned scheme, simple structure, reasonable in design, and no matter enable light vehicle be light load or when full-load, can both when going on uneven road surface, effectively prevent jolting and quivering of automobile body. The damping air bag surrounds the shell of the hydraulic damper, and the damping air bag surrounds the guide rod so as to control the stress balance. The first damping air bag is in a tire shape with a self-closed inner cavity, and the second damping air bag is in a tire shape with a self-closed inner cavity, because parts are surrounded at the centers of the first damping air bag and the second damping air bag, in order to avoid that some air bags and metal structures form a closed inner cavity together at present, the connection position at the central part is not easy to check and repair if the sealing is not good, and the like; meanwhile, the air bag is not sealed dynamically as much as possible. The first damping air bag is provided with an anti-abrasion sleeve which is used for preventing metal parts such as a shell and the like from sliding and being abraded; the second damping air bag has a structure capable of avoiding friction with metal parts due to the allowance of space, but inevitably in use, the first damping air bag generates friction with the first disc, the sliding flange and particularly the shell with high pressure.
The second damping air bag is provided with a protrusion, the second disc is provided with a corresponding groove, friction is avoided due to the fact that the second damping air bag moves, the air bag is quickly damaged due to the fact that the air bag is compressed, the air bag does not move when the air bag is completely compressed, the air bag is damaged, and the connecting position of the vent valve is damaged. The distance between the second damping air bag and the guide rod is set to control the external space occupied by the second damping air bag, and meanwhile, the second damping air bag is prevented from being in contact friction with the guide rod when being deflated. Meanwhile, the structure of the second damping air bag is that air in the air bag is discharged into the air storage chamber from the vent valve as much as possible, but is not remained on the two sides of the inner cavity, so that the two sides of the second damping air bag are stressed too much; meanwhile, as the space is reserved between the rubber block and the guide rod, and part of air is required to be reserved on two sides of the second damping air bag, the second damping air bag still enables the second damping air bag to be in a bulged state, and the situation that the repeated folding positions are too old due to too large folding degree of the second damping air bag is prevented from aging too fast.
Drawings
FIG. 1 is a schematic structural view of the present invention;
in the figure, 1, a damping spring I; 2. a second damping spring; 3. a first damping air bag; 4. a hydraulic damper; 5. a housing; 6. a first disc; 7. a sliding flange; 8. a first annular belt; 9. a second annular band; 10. pressing a first plate; 11. an anti-wear sleeve; 12. pressing a second plate; 13. a first through hole; 14. a second damping air bag; 15. a guide bar; 16. a guide sleeve; 17. a second disc; 18. a protrusion; 19. a groove; 20. a second through hole; 21. a vent valve; 22. an intake valve; 23. fixing belts; 24. a boss; 25. pressing a plate III; 26. a rubber block.
Detailed Description
In order to clearly illustrate the technical features of the present solution, the present solution is explained below by way of specific embodiments.
As shown in fig. 1, the embodiment discloses a dual-airbag dual-spring shock absorber for a light vehicle, which comprises a hydraulic shock absorber 4, wherein a dual-spring shock absorbing structure is arranged around the outer side of the hydraulic shock absorber 4, the dual-spring shock absorbing structure comprises a first shock absorbing spring 1 arranged around the hydraulic shock absorber 4, a second shock absorbing spring 2 is arranged around the outer side of the first shock absorbing spring 1, and the elastic coefficient of the first shock absorbing spring 1 is smaller than that of the second shock absorbing spring 2; when the vehicle is light in load, the damping spring I1 is in a stretching state, and the damping spring II 2 is in a compressing state; when the vehicle is loaded more, the damping spring I1 and the damping spring II 2 are both in a compressed state.
The double-spring damping structure is connected with a damping air bag I3 in series, and a series body of the double-spring damping structure and the damping air bag I3 is connected with a hydraulic damper 4 in parallel. Specifically, a first disc 6 is arranged at the top end of a shell 5 of the hydraulic shock absorber 4, the first disc 6 is connected with a first shock absorption air bag 3, and the first shock absorption air bag 3 is positioned below the first disc 6; the shell 5 is sleeved with a sliding flange 7, the sliding flange 7 is connected with a first damping air bag 3, and the first damping air bag 3 is positioned above the sliding flange 7; the first damping air bag 3 is in a tire shape with a closed inner cavity, and the first damping air bag 3 surrounds the shell 5; the lower surface of the sliding flange 7 is connected with a first damping spring 1 and a second damping spring 2.
The contact surfaces of the damping air bag I3, the disc I6, the shell 5 and the sliding flange 7 are provided with an anti-abrasion sleeve 11, and the part of the anti-abrasion sleeve 11 facing the shell 5 is thickened; an annular belt I8 is arranged at the outer side part of the contact surface of the damping air bag I3 and the sliding flange 7; the outer side part of the contact surface of the damping air bag I3 and the disc I6 is provided with a second annular belt 99; a first pressure plate 10 is arranged in cooperation with the first annular belt 8, and the first pressure plate 10 and the sliding flange 7 clamp the first annular belt 8 and the anti-abrasion sleeve 11; a second pressure plate 12 is arranged in cooperation with the second annular belt 9, and the second pressure plate 12 and the first disc 6 clamp the second annular belt 9 and the anti-abrasion sleeve 11; the first pressure plate 10, the first annular belt 8, the anti-abrasion sleeve 11 and the sliding flange 7 are connected through countersunk bolts; the second pressure plate 12, the second annular belt 9, the anti-abrasion sleeve 11 and the first disc 6 are connected through countersunk bolts; the sections of the plate edges of the first pressing plate 10 and the second pressing plate 12 are both arc-shaped; the sliding flange 7 is provided with a first through hole 13, the first through hole 13 is close to the outer side part of the first damping air bag 3, the first damping air bag 3 is provided with a normally closed air inlet valve 22, and the air inlet valve 22 passes through the first through hole 13; the intake valve 22 communicates with an air compressor. A set distance I is arranged between the first damping air bag 3 and the shell 5, so that when the first damping air bag 3 is compressed when encountering vibration, enough space is reserved among the first disc 6, the shell 5 and the sliding flange 7 to enable the first damping air bag 3 to extend.
The hydraulic damper 4 is connected in series with a damping air bag II 14, the air pressure of the damping air bag II 14 is smaller than that of the damping air bag I3, the damping air bag II 14 is communicated with an air storage chamber, and a normally open vent valve 21 is arranged between the air storage chamber and the damping air bag II 14; the air storage chamber is communicated with the air compressor through a normally closed valve. The lower end of the hydraulic shock absorber 4 is connected with an axle, and the upper end of the second shock absorption air bag 14 is connected with a frame or a vehicle body. Specifically, a guide rod 15 is arranged at the center of the upper surface of the first disc 6, the guide rod 15 is connected with a guide sleeve 16 in a sliding manner, a second disc 17 is arranged at the lower end of the guide sleeve 16, and a damping air bag 14 is arranged between the first disc 6 and the second disc 17; the second damping air bag 14 is in a tire shape with a closed inner cavity, and the second damping air bag 14 surrounds the guide rod 15; the air pressure of the second damping air bag 14 is 80-95% of the air pressure of the first damping air bag 3.
The tops of the second damping airbags 14 are provided with uniformly distributed bulges 18, and the second circular discs 17 are provided with uniformly distributed upward grooves 19 corresponding to the bulges 18; a second through hole 20 is formed in the center of each groove 19, and a first set number of normally open vent valves 21 are arranged on the second damping air bag 14 corresponding to the first through holes 13; the second damping air bag 14 is provided with a second set number of bolts corresponding to the second through hole 20.
The bottom of the second damping air bag 14 is provided with fixing belts 23 which are uniformly distributed, and the upper surface of the first disc 6 is provided with bosses 24 matched with the fixing belts 23; the cooperation fixed band 23 still is provided with clamp plate three 25, and the cross-section of the flange limit of clamp plate three 25 is the arc, clamp plate three 25 and boss 24 centre gripping fixed band 23, and the countersunk screw passes clamp plate three 25 and is connected with fixed band 23 and boss 24. The upper surface of the first disk 6 is also provided with a rubber block 26, and the height of the rubber block 26 is greater than the sum of the heights of the first pressure plate 10, the fixing belt 23 and the boss 24.
A second set distance is arranged between the inner ring of the second damping air bag 14 and the guide rod 15, a third set distance is arranged between the rubber block 26 and the guide rod 15, and the second set distance is larger than the third set distance, so that when the second damping air bag 14 is completely deflated, the inner ring of the second damping air bag 14 can be positioned between the rubber block 26 and the guide rod 15 to form a bulged air bag, and the air bag is not in contact with the guide rod 15.
As background art, light vehicles sometimes have less load and the dual spring shock absorbing structure functions well; when the vehicle load is large, the spring shock-absorbing structure does not work well. However, when the load is large, the spring is compressed to a large extent and then continues to be compressed, the same compression length requires more and more energy provided by the outside, that is, the same collision energy and the compression length of the spring are less and less, so that when obstacles such as a speed bump and the like are met, the buffering effect of the spring is not obvious, and large vibration is still transmitted to the vehicle body.
At this time, the effect of arranging the first damping air bag 3 is obvious. And the first damping air bag 3 is inflated to enable the vehicle body to reach a proper height when the vehicle is not driven after the vehicle is ignited, and the vehicle is loaded at the moment. And since the first damping air bag 3 and the damping spring are connected in series, the stress is the same. After the vehicle is heavily loaded, when the vehicle encounters slight vibration, such as a speed bump of a pedestrian crossing, the distance from the ground is only 3-5mm, the length of the spring which is continuously compressed is very small, but the response amplitude of the first damping air bag 3 is larger than that of the spring due to the approximately constant air pressure of the first damping air bag 3.
In addition, at the time of a collision, some energy may also transmit vibration energy to the vehicle body in a form related to the resonance frequency of the vehicle component, causing such things as rattling of the door, micro-rattling of the vehicle body, and the like. The hydraulic damper acts as a metal component and is also a conductor of such vibrations. Such micro-tremor causes great discomfort to the person and therefore the ability to eliminate it is often an important criterion for identifying the grade of the vehicle. The metal is known to have a good sound transmission effect, the damping air bag I3 is supported by rubber, air is arranged in the middle of the damping air bag I, a sound insulation effect can be achieved, and the effect can effectively reduce the transmission of slight vibration.
After the first damping air bag 3 is arranged, the spring damping is adopted instead of the full air bag damping structure, and the first damping air bag 3 is not deflated and inflated to a certain degree. And the first damping air bag 3 is inflated to a certain degree when the vehicle is not driven after the vehicle is ignited, so that the vehicle body is not inflated after reaching a certain supporting height. If the pure air bag is adopted for damping, the air bag is continuously inflated and deflated. To maintain the height of the vehicle body, a constant pressure is required for the air bag, otherwise the driving requirements cannot be met, and thus the power of the air pump is required to be large. As a light vehicle, either in space or for economic reasons, it is not affordable. Therefore, a skillful method is adopted, and the advantages of various spring structures and air bag structures are utilized to avoid the disadvantages of the spring structures and the air bag structures, so that the spring structures and the air bag structures are combined for use.
The second damping air bag 14 has the function of enabling the vehicle body to fall slowly when the vehicle body is at a high position, so that the vibration of the vehicle body is reduced. For example, when the vehicle runs at a normal constant speed and suddenly encounters a deceleration strip, when the vehicle passes through the deceleration strip, because the vehicle body is heavy and has inertia, the vehicle body and the deceleration strip press the first damping air bag 3 and the spring, and the spring and the first damping air bag 3 can be rapidly shortened. When the tire just passes through the deceleration strip, the spring and the damping air bag I3 start to extend, but the extension of the spring and the damping air bag I3 is slower due to the action of the hydraulic damper; at this time, if the second damping air bag 14 is not provided, the vehicle body with the first damping air bag 3, the spring and the wheel has an instant suspension process, so that the vehicle body can be smashed downwards heavily under the action of gravity, and a vibration bump is formed again.
Since the pressure of the second damping air bag 14 is 95% of the supporting force of the whole shock absorber, the top and the bottom of the second damping air bag 14 are in contact when the vehicle runs smoothly and does not bump at all in a static state. That is, the second cushion bladder 14 is completely deflated when the first cushion bladder 3 and the spring are not suspended. When the first damping air bag 3 and the spring are suspended, the second damping air bag 14 is rapidly extended to rapidly enable the wheels to bounce downwards and touch the ground, and supports 95% of the weight of the vehicle body to slowly descend, so that the one-time vibration and bumping of the vehicle body are avoided. Then, the first cushion air bag 3 and the spring are gradually extended, and the vehicle body also presses the second cushion air bag 14 to be deflated again.
When the speed reducing belt is used, the first damping air bag 3 absorbs the vibration of the wheel at the moment of contacting with the speed reducing belt, and the second damping air bag 14 absorbs the vibration of the wheel at the moment of contacting with the ground.
The technical features of the present invention, which are not described in the present application, can be implemented by or using the prior art, and are not described herein again, of course, the above description is not limited to the above examples, and the present invention is not limited to the above examples, and variations, modifications, additions or substitutions that can be made by a person skilled in the art within the spirit of the present invention also belong to the protection scope of the present invention.
Claims (9)
1. A double-airbag double-spring shock absorber for a light vehicle comprises a hydraulic shock absorber, wherein a double-spring shock absorption structure is arranged on the outer side of the hydraulic shock absorber in a surrounding mode, the double-spring shock absorption structure comprises a first shock absorption spring arranged on the hydraulic shock absorber in a surrounding mode, a second shock absorption spring is arranged on the outer side of the first shock absorption spring in a surrounding mode, and the elastic coefficient of the first shock absorption spring is smaller than that of the second shock absorption spring; when the vehicle is light in load, the first damping spring is in a stretching state, and the second damping spring is in a compressing state; when the vehicle is loaded more, the first damping spring and the second damping spring are both in a compressed state, and the hydraulic shock absorber is characterized in that the first damping air bag is connected in series with the double-spring damping structure, and the series body of the double-spring damping structure and the first damping air bag is connected in parallel with the hydraulic shock absorber;
the hydraulic shock absorber is connected in series with a second shock absorption air bag, the air pressure of the second shock absorption air bag is smaller than that of the first shock absorption air bag, the second shock absorption air bag is communicated with an air storage chamber, and a normally open vent valve is arranged between the air storage chamber and the second shock absorption air bag;
the lower end of the hydraulic shock absorber is connected with the axle, and the upper ends of the two shock absorption air bags are connected with the frame or the vehicle body.
2. The dual air bag dual spring shock absorber for light vehicle as set forth in claim 1, wherein a first disc is provided at the top end of the housing of said hydraulic shock absorber, said first disc being connected to said first shock absorbing air bag, said first shock absorbing air bag being located below said first disc;
the shell is sleeved with a sliding flange, the sliding flange is connected with the first damping air bag, and the first damping air bag is positioned above the sliding flange;
the first damping air bag is annular and surrounds the shell;
the lower surface of the sliding flange is connected with the first damping spring and the second damping spring.
3. The dual-airbag dual-spring shock absorber for light vehicles as recited in claim 2, wherein a guide rod is centrally disposed on an upper surface of the first disk, the guide rod is slidably connected with a guide sleeve, a second disk is disposed at a lower end of the guide sleeve, and the second shock-absorbing airbag is disposed between the first disk and the second disk;
the second damping air bag is annular and surrounds the guide rod;
the second air pressure of the shock absorption air bag is 80-95% of the first air pressure of the shock absorption air bag.
4. A dual bladder dual spring shock absorber for light duty vehicle as claimed in claim 2 or 3 wherein said first shock absorbing bladder is tire-shaped with a self-contained cavity;
the contact surfaces of the damping air bag I, the disc I, the shell and the sliding flange are provided with an anti-abrasion sleeve, and the anti-abrasion sleeve is thickened towards the shell part;
the outer side part of the contact surface of the first damping air bag and the sliding flange is provided with a first annular belt;
the outer side part of the contact surface of the first damping air bag and the first disc is provided with a second annular belt;
a first pressure plate is arranged in cooperation with the first annular belt, and the first pressure plate and the sliding flange clamp the first annular belt and the anti-abrasion sleeve;
a second pressing plate is arranged in a matching manner with the second annular belt, and the second pressing plate and the first disc clamp the second annular belt and the anti-abrasion sleeve;
the first pressure plate, the first annular belt, the anti-abrasion sleeve and the sliding flange are connected through countersunk bolts;
the pressure plate II, the annular belt II, the anti-abrasion sleeve and the disc I are connected through countersunk bolts;
the cross sections of the plate edges of the first pressing plate and the second pressing plate are arc-shaped;
the sliding flange is provided with a first through hole, the first through hole is close to the outer side part of the first damping air bag, the first damping air bag is provided with a normally closed air inlet valve, and the air inlet valve passes through the first through hole;
the air inlet valve is communicated with an air compressor.
5. A dual-bag dual-spring shock absorber for a light vehicle as claimed in claim 2 or 4 wherein a first shock absorbing air bag is located a set distance from said housing such that upon compression of the shock absorbing air bag upon shock, there is sufficient space between said first disc, housing and sliding flange for said first shock absorbing air bag to expand.
6. The dual bladder dual spring shock absorber for light duty vehicle of claim 3 wherein said second shock absorbing bladder is tire shaped with a closed interior cavity;
the top of the second damping air bag is provided with uniformly distributed bulges, and the two pairs of discs are provided with uniformly distributed upward grooves corresponding to the bulges;
a second through hole is formed in the center of each groove, and the normally-open vent valves with a set number of first vent valves are arranged on the second damping air bag corresponding to the first through holes;
the air storage chamber is communicated with the air compressor through a normally closed valve;
and the second damping air bag is provided with a second set number of bolts corresponding to the second through hole.
7. A double-airbag double-spring shock absorber for a light vehicle as recited in claim 3 or 6 wherein the damping airbag is provided with fixing straps distributed evenly at the bottom, and the upper surface of the disc is provided with bosses matching with the fixing straps;
the fixing band is matched with the fixing band and is further provided with a third pressing plate, the cross section of the edge of the third pressing plate is arc-shaped, the third pressing plate and the boss clamp the fixing band, and a countersunk head screw penetrates through the third pressing plate and is connected with the fixing band and the boss.
8. The dual air bag dual spring shock absorber for light-duty vehicle of claim 7, wherein said disc one upper surface is further provided with a rubber block having a height greater than the sum of the heights of said pressure plate one, fixing band and boss.
9. The dual-bag dual-spring shock absorber for a light vehicle as recited in claim 8, wherein a second set distance is provided between the inner ring of the second shock-absorbing air bag and the guide rod, a third set distance is provided between the rubber block and the guide rod, and the second set distance is greater than the third set distance, such that when the second shock-absorbing air bag is fully deflated, the inner ring of the second shock-absorbing air bag is positioned between the rubber block and the guide rod to form a bulged air pocket without the bulged air pocket contacting the guide rod.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010058054.9A CN111043206B (en) | 2020-01-19 | 2020-01-19 | Double-air-bag double-spring shock absorber for light vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010058054.9A CN111043206B (en) | 2020-01-19 | 2020-01-19 | Double-air-bag double-spring shock absorber for light vehicle |
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| CN111043206A true CN111043206A (en) | 2020-04-21 |
| CN111043206B CN111043206B (en) | 2021-03-23 |
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| CN202010058054.9A Active CN111043206B (en) | 2020-01-19 | 2020-01-19 | Double-air-bag double-spring shock absorber for light vehicle |
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Cited By (1)
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|---|---|---|---|---|
| CN112356762A (en) * | 2020-11-27 | 2021-02-12 | 中山弗雷德机械有限公司 | Small-size cold chain commodity circulation car |
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| CN111043206B (en) | 2021-03-23 |
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