CN216708950U - Air suspension system and vehicle - Google Patents

Abstract

The utility model discloses an air suspension system and a vehicle, wherein the air suspension system comprises: a gas source; an air bag; an altitude valve in communication with the air source; a first solenoid valve in communication with and in parallel with the altitude valve; one end of the second electromagnetic valve is communicated with the altitude valve and the first electromagnetic valve respectively, and the other end of the second electromagnetic valve is communicated with the air bag; the air path control valve is arranged between the first electromagnetic valve and the second electromagnetic valve and selectively controls the first electromagnetic valve to be communicated with the second electromagnetic valve or selectively controls the altitude valve to be communicated with the second electromagnetic valve. The air suspension height is adjusted by utilizing the high-selection reversing principle of the air path control valve to be matched with the on-off action of the first electromagnetic valve and the second electromagnetic valve through the opening and closing of the electromagnetic valve switch under the static state of the vehicle, and the operation of a driver is greatly facilitated.

Description

Air suspension system and vehicle

Technical Field

The utility model relates to the technical field of vehicle suspensions, in particular to an air suspension system and a vehicle.

Background

The suspension is an important component of a vehicle chassis system, and the performance improvement of the suspension has an important influence on various comprehensive performances of the vehicle in a dynamic driving process. In recent years, the use of air suspensions in commercial vehicles has become more and more widespread. The air suspension control modes are various, an active control system and a passive control system are provided, and different configurations can be selected according to different requirements (economy, structure, functions and the like) during design, so that different control modes are provided.

In the related art, a liftable air suspension system is usually adopted, namely, a five-position six-way manual control slide valve and a corresponding pipeline are added in a mechanical height valve type air suspension system, and by operating the manual control mechanical slide valve to different gears, an air inlet and an air outlet in the slide valve are respectively communicated, the air outlet is communicated with an air outlet, and the air inlet, the air outlet and the air outlet are mutually disconnected, so that the functions of lifting the suspension of a vehicle, lowering the suspension and keeping the height of the suspension are realized. However, the slide valve is generally mounted on the chassis frame, and if the vehicle is located in a relatively small space, the slide valve is not only inconvenient to operate, but also unsafe in operation position. And when the sliding valve is operated, the handle of the sliding valve needs to be rotated to realize the connection and disconnection of each interface of the sliding valve, and when the height of the suspension needs to be finely adjusted, the handle of the sliding valve needs to be rapidly rotated, so that the operation difficulty is high.

SUMMERY OF THE UTILITY MODEL

The present invention is directed to solving at least one of the problems of the prior art. Therefore, the utility model provides an air suspension system, wherein a first electromagnetic valve, a second electromagnetic valve and an air path control valve are added in the air suspension system controlled by a mechanical height valve, the control on the height of the suspension can be realized by controlling a plurality of valves, and the operation is simple.

An air suspension system according to an embodiment of a first aspect of the present invention includes: a gas source; an air bag; an altitude valve in communication with the air source; a first solenoid valve in communication with and in parallel with the altitude valve; one end of the second electromagnetic valve is communicated with the altitude valve and the first electromagnetic valve respectively, and the other end of the second electromagnetic valve is communicated with the air bag; the air path control valve is arranged between the first electromagnetic valve and the second electromagnetic valve and selectively controls the first electromagnetic valve to be communicated with the second electromagnetic valve or selectively controls the altitude valve to be communicated with the second electromagnetic valve.

According to the air suspension system, the air suspension system is additionally provided with the air path control valve, the first electromagnetic valve and the second electromagnetic valve in the air suspension system controlled by the conventional mechanical altitude valve, and the air suspension system is bridged between the air suspensions controlled by the conventional mechanical altitude valve. The air suspension height is adjusted by opening and closing the switches of the first electromagnetic valve and the second electromagnetic valve under the static state of the vehicle by utilizing the high-selection reversing principle of the air circuit control valve to be matched with the on-off action of the first electromagnetic valve and the second electromagnetic valve, the operation is convenient and safe, and the overall performance of the vehicle is effectively improved.

According to some embodiments of the utility model, the first solenoid valve comprises: admission valve and air outlet valve, the admission valve with the air outlet valve interval sets up and interconnect, the one end of admission valve with air supply intercommunication and the other end with the gas circuit control valve intercommunication, the one end of air outlet valve with external intercommunication and the other end with the gas circuit control valve intercommunication.

According to some embodiments of the utility model, the intake valve comprises: first interface and second interface, the air outlet valve includes: a third interface selectively in communication with the first interface and the second interface; when the second interface is disconnected with the first interface, the air inlet valve is disconnected with the air path control valve and the air outlet valve is disconnected with the air path control valve; when the second interface is communicated with the first interface and the third interface, the air inlet valve is communicated with the air path control valve; and when the first interface, the second interface and the third interface are disconnected, the air outlet valve is communicated with the air path control valve.

According to some embodiments of the utility model, the intake valve further comprises: first valve port and second valve port, the air outlet valve still includes: the first valve port is communicated with the air source, the second valve port is communicated with the air path control valve, the third valve port is communicated with the outside, and the second valve port is selectively communicated with the first valve port and the third valve port.

According to some embodiments of the utility model, the gas path control valve comprises: valve body and slider, the slider is in slide in the valve body, the valve body includes: the height valve is communicated with the height valve, the fifth valve port is communicated with the first electromagnetic valve, the sixth valve port is communicated with the second electromagnetic valve, and the sixth valve port is selectively communicated with the fifth valve port or the fourth valve port;

when the air pressure between the altitude valve and the fourth valve port is greater than the air pressure between the fifth valve port and the first electromagnetic valve, the fourth valve port is communicated with the sixth valve port; when the air pressure between the altitude valve and the fourth valve port is smaller than the air pressure between the fifth valve port and the first electromagnetic valve, the fifth valve port is communicated with the sixth valve port.

According to some embodiments of the utility model, the second solenoid valve comprises: the air bag valve comprises a seventh valve port, an eighth valve port and a ninth valve port, wherein the seventh valve port is selectively communicated with the eighth valve port and the ninth valve port, the seventh valve port is communicated with the air bag, the eighth valve port is communicated with the air path control valve, and the ninth valve port is communicated with the outside.

According to some embodiments of the utility model, the altitude valve comprises: the gas path control valve comprises a tenth valve port, an eleventh valve port and a twelfth valve port, wherein the eleventh valve port is selectively communicated with the eleventh valve port or the twelfth valve port, the tenth valve port is communicated with the gas source, the eleventh valve port is communicated with the gas path control valve, and the twelfth valve port is communicated with the outside.

According to some embodiments of the utility model, the air suspension system further comprises: the air bag comprises a first air path, a second air path and a third air path, wherein the first air path and the second air path are connected in parallel, the third air path is connected with the first air path or the second air path in series, the first air path is provided with a first electromagnetic valve, the second air path is provided with a height valve, and the third air path is provided with a second electromagnetic valve and an air bag.

According to some embodiments of the present invention, the number of the second air passages and the number of the third air passages are at least two, at least two of the second air passages and the first air passages are connected in parallel, and at least two of the second air passages and at least two of the third air passages are communicated with each other.

A vehicle according to an embodiment of a second aspect of the utility model includes: the air suspension system of the above-described embodiment.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the utility model.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

FIG. 1 is a functional schematic diagram of an air suspension system according to an embodiment of the present invention;

FIG. 2 is an air flow pattern of an air suspension system according to an embodiment of the present invention during suspension height adjustment;

FIG. 3 is an air flow pattern of a first process when the air suspension system is returned from an adjusted-up position to normal suspension height in accordance with an embodiment of the present invention;

FIG. 4 is an air flow pattern of process two as the air suspension system returns from an adjusted-up position to normal suspension height in accordance with an embodiment of the present invention;

FIG. 5 is an air flow pattern of an air suspension system tuned to a minimum suspension height in accordance with an embodiment of the present invention;

fig. 6 is an air flow pattern of an air suspension system according to an embodiment of the present invention returning from a lowest height position to a normal suspension height.

Reference numerals:

100. an air suspension system;

10. a gas source;

20. an air bag;

30. a altitude valve; 31. a tenth valve port; 32. an eleventh valve port; 33. a twelfth valve port;

40. a first solenoid valve;

41. an intake valve; 411. a first interface; 412. a second interface; 413. a first valve port; 414. a second valve port;

42. an air outlet valve; 421. a third interface; 422. a third valve port;

50. a second solenoid valve; 51. a seventh valve port; 52. an eighth valve port; 53. a ninth valve port;

60. a gas path control valve; 61. a fourth valve port; 62. a fifth valve port; 63. a sixth valve port;

70. a first gas path; 80. a second gas path; 90. and a third air path.

Detailed Description

Embodiments of the present invention will be described in detail below, and the embodiments described with reference to the drawings are exemplary.

An air suspension system 100 according to an embodiment of the present invention is described below with reference to fig. 1 to 6.

As shown in fig. 1, the air suspension system 100 includes: the air bag height control system comprises an air source 10, an air bag 20, a height valve 30, a first electromagnetic valve 40, a second electromagnetic valve 50 and an air passage control valve 60. Wherein the first solenoid valve 40 is responsible for raising the suspension and the second solenoid valve 50 is responsible for lowering the suspension.

Also, the altitude valve 30 is in communication with the air supply 10, and the first solenoid valve 40 is in communication with the altitude valve 30 and in parallel with the altitude valve 30. And one end of the second solenoid valve 50 is communicated with the altitude valve 30 and the first solenoid valve 40, respectively, and the other end of the second solenoid valve 50 is communicated with the air bag 20. That is, the first solenoid valve 40 and the altitude valve 30 are connected in parallel, and one end of the first solenoid valve 40 connected in parallel with the altitude valve 30 is communicated with the air source 10, and the other end of the first solenoid valve 40 connected in parallel with the altitude valve 30 is communicated with the second solenoid valve 50 and the air bag 20. The arrangement is that two air paths of the air source 10, the altitude valve 30, the second electromagnetic valve 50, the air bag 20 and the air source 10, the first electromagnetic valve 40, the second electromagnetic valve 50 and the air bag 20 are formed, and therefore the inflation of the air bag 20 can be controlled by the altitude valve 30 or the first electromagnetic valve 40.

Further, an air path control valve 60 is disposed between the first solenoid valve 40 and the second solenoid valve 50, the air path control valve 60 selectively controlling the first solenoid valve 40 to communicate with the second solenoid valve 50 or selectively controlling the altitude valve 30 to communicate with the second solenoid valve 50. So set up, through the switching-over of control gas circuit control valve 60 to and the break-make of first solenoid valve 40 and second solenoid valve 50, can make first solenoid valve 40 and second solenoid valve 50 communicate, perhaps can make altitude valve 30 and second solenoid valve 50 communicate to realize respectively that the suspension risees, the suspension reduces, suspension height keeps three kinds of states.

Specifically, as shown in fig. 2, when the height of the airbag 20 needs to be greater than the normal height set by the height valve 30, the first electromagnetic valve 40 and the second electromagnetic valve 50 are operated, so that the air inlet paths of the first electromagnetic valve 40 and the second electromagnetic valve 50 are both communicated, so that the compressed air provided by the air source 10 reaches the air path control valve 60 through the first electromagnetic valve 40, at this time, the air pressure at one end of the air path control valve 60, which is communicated with the first electromagnetic valve 40, is higher than the air pressure at one end of the air path control valve 60, which is communicated with the height valve 30, and the air path control valve 60 controls the first electromagnetic valve 40 to be communicated with the second electromagnetic valve 50, so that the inflation of the airbag 20 and the lifting of the suspension are realized, and the suspension reaches the target height; when the air intake path of the first solenoid valve 40 is cut off after the suspension reaches the target height, the inflation of the airbag 20 is stopped and the compressed gas in the airbag 20 does not leak, and the suspension is maintained at the target height. Specifically, the flow path of the compressed gas is gas source 10-first solenoid valve 40-second solenoid valve 50-airbag 20.

As shown in fig. 3, when the height of the airbag 20 needs to be restored from the above-mentioned target height to the normal height set by the height valve 30, the first solenoid valve 40 is operated to disconnect the air intake path thereof, so that the compressed air in the airbag 20 passes through the second solenoid valve 50, the air path control valve 60, and is discharged from the air outlet of the first solenoid valve 40, and at this time, the suspension height is lowered. As shown in fig. 4, after the air bag 20 is continuously exhausted, the height of the suspension is lower than the normal height determined by the altitude valve 30, so that the air inlet path of the altitude valve 30 is conducted, and thus the compressed air reaches the air path control valve 60 through the altitude valve 30, at this time, the air pressure at the end of the air path control valve 60, which is communicated with the first electromagnetic valve 40, is lower than the air pressure at the end of the air path control valve 60, which is communicated with the altitude valve 30, and then the air path control valve 60 controls the altitude valve 30 to be communicated with the second electromagnetic valve 50, so that the height of the suspension is increased to the normal height set by the altitude valve 30. At this time, the intake path of the altitude valve 30 is disconnected, the air bag 20 is neither inflated nor deflated, and the suspension is maintained at a normal altitude. Specifically, the flow path of the compressed gas is gas source 10-altitude valve 30-second electromagnetic valve 50-air bag 20.

When the height of the airbag 20 needs to be lowered to the minimum height, the second solenoid valve 50 is operated to disconnect its intake path, and the compressed air in the airbag 20 is directly discharged through the exhaust port of the second solenoid valve 50, and the airbag 20 is continuously exhausted, so that the suspension height can be lowered to the minimum height, as shown in fig. 5.

As shown in fig. 6, when the height of the airbag 20 needs to be returned from the lowest height to the normal height set by the height valve 30, the second solenoid valve 50 is operated to conduct the air intake path, and the compressed air inflates the airbag 20 through the height valve 30, the air path control valve 60 and the second solenoid valve 50 until the height of the airbag 20 returns to the normal height set by the height valve 30.

Therefore, in the air suspension system 100 controlled by the mechanical altitude valve 30, a driver only needs to control the first electromagnetic valve 40 and the second electromagnetic valve 50 to control the switches, so that the air path control valve 60 can be selectively switched according to the air pressure difference, and the altitude valve 30 can be selectively switched on according to the altitude difference, so that the air bag 20 can be effectively inflated or exhausted, three states of suspension rising, suspension maintaining and suspension descending are well realized, the operation convenience is greatly improved, and the safety and the passing performance of a vehicle are greatly improved.

As shown in fig. 1, the first solenoid valve 40 includes: the air inlet valve 41 and the air outlet valve 42 are arranged at intervals and connected with each other, one end of the air inlet valve 41 is communicated with the air source 10, the other end of the air inlet valve is communicated with the air path control valve 60, one end of the air outlet valve 42 is communicated with the outside, and the other end of the air outlet valve is communicated with the air path control valve 60. So configured, the air inlet valve 41 and the air outlet valve 42 are connected in parallel to form two air paths, i.e., the air source 10-the air inlet valve 41-the air path control valve 60-the second electromagnetic valve 50-the air bag 20, and the air outlet valve 42-the air path control valve 60-the second electromagnetic valve 50-the air bag 20.

Specifically, when the height of the airbag 20 needs to be adjusted to be higher than the normal height set by the height valve 30, the air inlet valve 41 needs to be opened, the air inlet valve 41 is communicated with the air passage control valve 60, so that the air inlet passage of the first electromagnetic valve 40 is communicated, and thus, compressed air inflates the airbag 20 through the first electromagnetic valve 40, the air passage control valve 60 and the second electromagnetic valve 50, so that the suspension is lifted; if the suspension height needs to be maintained, the intake valve 41 is closed, the intake path of the first solenoid valve 40 is cut off, and the inflation of the airbag 20 is stopped, and the suspension is maintained at the target height. When the height of the airbag 20 needs to be restored from the above target height to the normal height set by the height valve 30, the air outlet valve 42 needs to be opened, and the air outlet valve 42 is communicated with the air path control valve 60, so that the compressed air in the airbag 20 passes through the second electromagnetic valve 50 and the air path control valve 60 and is discharged to the outside from the air outlet valve 42, and therefore the suspension can descend.

Therefore, the on-off of the air inlet path of the first electromagnetic valve 40 can be controlled by operating the air inlet valve 41, and the on-off of the air outlet path of the first electromagnetic valve 40 can be controlled by operating the air outlet valve 42, so that the suspension lifting, the suspension descending and the suspension height maintaining are realized, the structure of the first electromagnetic valve 40 is simple, the vehicle arrangement and the operation of a driver are facilitated, and the operation convenience and the driving safety are effectively improved.

Wherein, the intake valve 41 includes: a first port 411 and a second port 412, and the air outlet valve 42 includes: and a third interface 421, wherein the third interface 421 is selectively communicated with the first interface 411 and the second interface 412. With such an arrangement, the opening and closing of the intake valve 41 and the exhaust valve 42 can be controlled by the on/off of the first port 411, the second port 412 and the third port 421, so as to adjust the dynamic change of the suspension height.

For example, when the second port 412 is disconnected from the first port 411, the intake valve 41 is disconnected from the pneumatic control valve 60, and the exhaust valve 42 is disconnected from the pneumatic control valve 60. That is, when the second port 412 is disconnected from the first port 411, the intake valve 41 is disconnected from the pneumatic control valve 60, and the third port 421 is connected to the second port 412 to disconnect the exhaust valve 42 from the pneumatic control valve 60. So arranged, the air intake path and the air exhaust path of the first solenoid valve 40 are both cut off, so that the air bag 20 is neither inflated nor exhausted, so that the suspension height is maintained at the target height.

For another example, when the second port 412 is connected to the first port 411 and the third port 421, the intake valve 41 communicates with the pneumatic control valve 60. That is, when the second port 412 and the first port 411 are connected to communicate the intake valve 41 with the pneumatic control valve 60, and the third port 421 and the second port 412 are connected to disconnect the exhaust valve 42 from the pneumatic control valve 60. The arrangement is such that the air inlet path of the first solenoid valve 40 is opened and the air outlet path is closed, so that the compressed air can enter the air bag 20 through the air inlet valve 41, the air path control valve 60 and the second solenoid valve 50, the air bag 20 is inflated, and the suspension is lifted. When the suspension height rises to the target height, the second interface 412 is disconnected from the first interface 411, and the air inlet path and the air exhaust path are both disconnected, so that the suspension height is kept at the target height.

For another example, when the first port 411, the second port 412 and the third port 421 are all disconnected, the outlet valve 42 is communicated with the air passage control valve 60. So set up for the intake of first solenoid valve 40 is disconnected, the exhaust route is switched on, and the compressed air in gasbag 20 can pass through second solenoid valve 50, gas circuit control valve 60 and air outlet valve 42 and discharge the external world like this, makes the suspension descend to under the cooperation of altitude valve 30, finally make the suspension height descend to the normal height that altitude valve 30 set for and keep at normal height.

In the embodiment of the present invention, the first solenoid valve 40 may be a two-step switch, when the first step is pressed, the third port 421 is connected to the second port 412, and at this time, the second port 412 is disconnected from the first port 411, so that the suspension height can be maintained at the target height; pressing downwards from the first gear to obtain a second gear, wherein the second interface 412 is communicated with the first interface 411, the third interface 421 is communicated with the second interface 412, the suspension ascends, and when the height of the suspension ascends to a target height, the second gear is released, the suspension automatically resets to the first gear, so that the height of the suspension is kept at the current target height; when the suspension is pulled up to the initial position from the first gear, the first connector 411, the second connector 412 and the third connector 421 are disconnected, and the suspension descends until the suspension is restored to the normal height and is maintained.

Therefore, the on-off cooperation of the first interface 411, the second interface 412 and the third interface 421 of the first electromagnetic valve 40 can control the opening and closing of the air inlet valve 41 and the air outlet valve 42, and further control the on-off of the air inlet path and the air outlet path of the first electromagnetic valve 40, so that three states of suspension ascending, suspension height maintaining, suspension descending and suspension height maintaining can be realized. Wherein the first solenoid valve 40 is used to adjust the suspension height to within an effective height range that is no less than the normal height set by the height valve 30.

Further, the intake valve 41 includes: first port 413 and second port 414, and outlet valve 42 further includes: the third port 422, the first port 413 and the air source 10 are communicated, the second port 414 and the air passage control valve 60 are communicated, the third port 422 and the outside are communicated, and the second port 414 is selectively communicated with the first port 413 and the third port 422. That is, when the intake valve 41 is opened, that is, the second port 412 is connected to the first port 411, and the third port 421 is connected to the second port 412, at this time, the second port 414 is connected to the first port 413, so that the compressed air enters from the first port 413, enters the air passage control valve 60 through the second port 414, and inflates the air bag 20; when the intake valve 41 is closed, i.e. the second port 412 is disconnected from the first port 411, and the third port 421 is connected to the second port 412, at this time, the first port 413, the second port 414, and the third port 422 are all disconnected, so that the compressed air stops inflating the airbag 20; when the air outlet valve 42 is opened, that is, the second port 412 is disconnected from the first port 411, and the second port 412 is disconnected from the third port 421, the second valve port 414 and the third valve port 422 are communicated, so that the compressed air in the air bag 20 enters from the second valve port 414 and is exhausted to the outside through the third valve port 422, and the air bag 20 is exhausted. Therefore, by controlling the opening and closing of the intake valve 41 and the exhaust valve 42, the second valve port 414 can be selectively communicated with the first valve port 413 and the third valve port 422, thereby realizing the inflation and deflation of the air bag 20.

Specifically, the first solenoid valve 40 may be a three-position, three-way valve.

Further, the air passage control valve 60 includes: valve body and slider, the slider slides in the valve body, and the valve body includes: the fourth port 61 is communicated with the altitude valve 30, the fifth port 62 is communicated with the first electromagnetic valve 40, the sixth port 63 is communicated with the second electromagnetic valve 50, and the sixth port 63 is selectively communicated with the fifth port 62 or the fourth port 61. In this arrangement, the sliding of the slider in the valve body can selectively block the fourth port 61 or the fifth port 62, and correspondingly, the sixth port 63 can selectively communicate with the fifth port 62 or the fourth port 61, so that the air passage control valve 60 can selectively control the first solenoid valve 40 to communicate with the second solenoid valve 50, or selectively control the altitude valve 30 to communicate with the second solenoid valve 50. The air passage control valve 60 is a two-way check valve to selectively communicate the first solenoid valve 40 or the altitude valve 30 with the second solenoid valve 50.

For example, when the air pressure between the altitude valve 30 and the fourth port 61 is greater than the air pressure between the fifth port 62 and the first solenoid valve 40, the fourth port 61 and the sixth port 63 communicate with each other. It can be understood that when the air outlet valve 42 is opened, the second port 414 is communicated with the third port 422, the compressed air in the air bag 20 is exhausted from the third port 422, and after continuous exhaust, the height of the suspension is lower than the normal height determined by the height valve 30, so that the air inlet path of the height valve 30 is conducted, at this time, the requirement that the air pressure between the height valve 30 and the fourth port 61 is greater than the air pressure between the fifth port 62 and the first solenoid valve 40 is met, the slider moves to the fifth port 62, and thus the communication between the fourth port 61 and the sixth port 63 is realized.

When the air pressure between the altitude valve 30 and the fourth port 61 is smaller than the air pressure between the fifth port 62 and the first solenoid valve 40, the fifth port 62 is communicated with the sixth port 63. It can be understood that when the intake valve 41 is opened, the second valve port 414 communicates with the first valve port 413, so that the intake path of the first solenoid valve 40 is conducted, and at this time, when the requirement that the air pressure between the altitude valve 30 and the fourth valve port 61 is smaller than the air pressure between the fifth valve port 62 and the first solenoid valve 40 is met, the slider moves to the fourth valve port 61, so that the fifth valve port 62 communicates with the sixth valve port 63.

Further, the second solenoid valve 50 includes: seventh port 51, eighth port 52, and ninth port 53, where seventh port 51 is selectively communicated with eighth port 52 and ninth port 53, seventh port 51 is communicated with air bag 20, eighth port 52 is communicated with air passage control valve 60, and ninth port 53 is communicated with the outside. When the seventh valve port 51 is selectively communicated with the eighth valve port 52, the air inlet path of the second electromagnetic valve 50 is communicated, so that the compressed air can enter the airbag 20 through the second electromagnetic valve 50, or the compressed air in the airbag 20 enters the air path control valve 60 through the second electromagnetic valve 50; when the seventh valve port 51 is selectively communicated with the ninth valve port 53, the exhaust path of the second solenoid valve 50 is opened, so that the compressed air in the airbag 20 can be exhausted from the outside through the ninth valve port 53 until the compressed air is exhausted, and the height of the airbag 20 is reduced to the minimum height.

In this embodiment, the second solenoid valve 50 may be a first-gear switch, when pressed, the seventh valve port 51 and the ninth valve port 53 are communicated, in this position, the air bag 20 exhausts air and is lowered to the lowest, and this gear cannot be automatically reset, and the lowest height of the suspension can be maintained in this position; when the valve rod is pulled up to the initial position, the seventh valve port 51 is communicated with the eighth valve port 52, so that the air inlet path of the second electromagnetic valve 50 is communicated, and therefore the ascending of the suspension height, the descending of the suspension and the maintenance of the suspension height are realized.

Therefore, in general, the seventh port 51 and the eighth port 52 of the second solenoid valve 50 are communicated, i.e., the switch of the second solenoid valve 50 is maintained at the initial position. Only when the suspension height is reduced to the minimum height, the control switch of the second solenoid valve 50 needs to be pressed, so that the seventh valve port 51 and the ninth valve port 53 of the second solenoid valve 50 are communicated, and the air in the air bag 20 is exhausted from the ninth valve port 53.

Specifically, the second solenoid valve 50 may be a two-position, three-way valve.

Further, the altitude valve 30 includes: the valve comprises a tenth valve port 31, an eleventh valve port 32 and a twelfth valve port 33, wherein the eleventh valve port 32 is selectively communicated with the tenth valve port 31 or the twelfth valve port 33, the tenth valve port 31 is communicated with the air source 10, the eleventh valve port 32 is communicated with the air path control valve 60, and the twelfth valve port 33 is communicated with the outside. It will be appreciated that the eleventh port 32 is selectively communicated with the tenth port 31 or the twelfth port 33 based on the dynamic difference between the height of the air bag 20 and the normal height set by the height valve 30.

Specifically, when the height of the airbag 20 exceeds the normal height set by the height valve 30, the eleventh valve port 32 is communicated with the twelfth valve port 33; when the height of the air bag 20 is smaller than the normal height set by the height valve 30, the eleventh valve port 32 is communicated with the tenth valve port 31; when the height of the air bag 20 is the same as the normal height set by the height valve 30, the eleventh valve port 32, the tenth valve port 31 and the twelfth valve port 33 are all disconnected, so that the first electromagnetic valve 40, the second electromagnetic valve 50 and the air path control valve 60 can be well matched, and the purpose of adjusting the height of the suspension can be realized.

Further, the air suspension system 100 further includes: the air bag comprises a first air path 70, a second air path 80 and a third air path 90, wherein the first air path 70 and the second air path 80 are connected in parallel, the third air path 90 is connected with the first air path 70 or the second air path 80 in series, the first air path 70 is provided with a first electromagnetic valve 40, the second air path 80 is provided with a height valve 30, and the third air path 90 is provided with a second electromagnetic valve 50 and an air bag 20. With the arrangement, the first solenoid valve 40, the altitude valve 30, the second solenoid valve 50 and the air bag 20 are connected through the air pipe, so that the corresponding first air passage 70, the second air passage 80 and the third air passage 90 are formed, and the arrangement requirement of the air suspension system 100 is effectively met.

The number of the second air paths 80 and the number of the third air paths 90 are at least two, the at least two second air paths 80 are connected with the first air path 70 in parallel, and the at least two second air paths 80 are communicated with the at least two third air paths 90. That is, at least more than two altitude valves 30, more than two air passage control valves 60, second electromagnetic valves 50 and air bags 20 are required, on one hand, the height of the whole vehicle can be consistent due to the fact that the height of the whole vehicle can be well corresponding to the left side and the right side of a vehicle suspension or a front (rear) suspension; on the other hand, when any one of the second air path 80 and the third air path 90 has a problem, the other air paths can be ensured to work normally, which is beneficial to improving the safety of the vehicle.

A vehicle according to an embodiment of a second aspect of the utility model includes: the air suspension system 100 of the above embodiment.

The working principle for adjusting the suspension height in the case of a stationary vehicle is as follows:

(1) process for manually adjusting suspension height

As shown in fig. 2, when the height of the airbag 20 needs to be greater than the normal height set by the height valve 30, the first electromagnetic valve 40 is adjusted to be switched to the first position, the second port 412 is connected to the third port 421, and the second port 412 is disconnected from the first port 411, that is, the first port 413, the second port 414, and the third port 422 are all disconnected, so that the suspension height can be maintained at the target height; the first solenoid valve 40 is continuously adjusted to be switched to the second gear, the second interface 412 is connected with the first interface 411, the third interface 421 is connected with the second interface 412, at this time, the second valve port 414 of the first solenoid valve 40 is communicated with the first valve port 413, the compressed air provided by the air source 10 reaches the fifth valve port 62 of the air path control valve 60 through the first valve port 413 and the second valve port 414 of the first solenoid valve 40, because the compressed air at the fifth valve port 62 of the air path control valve 60 directly comes from the air source 10, the air pressure is higher than the air pressure from the eleventh valve port 32 of the altitude valve 30, the fifth valve port 62 is communicated with the sixth valve port 63, the compressed air enters the airbag 20 through the seventh valve port 51 and the eighth valve port 52 of the second solenoid valve 50, at this time, the airbag 20 is inflated, and the suspension is raised.

After the height of the air bag 20 reaches the target height, the first electromagnetic valve 40 is released, and the switch is automatically reset to the first gear. At this time, the second port 412 is disconnected from the first port 411, the first port 413 and the second port 414 are disconnected, and the air bag 20 is stopped from being inflated, so that the air suspension is maintained at the target height.

(2) Process for restoring suspension height from manual height-adjusting position to normal height

As shown in fig. 3, if the suspension needs to be restored to the normal height from the target height of the process (1). When the first solenoid valve 40 is pulled up to the initial position, the first port 411, the second port 412, and the third port 421 are all disconnected, and the second port 414 is connected to the third port 422. The compressed air in the airbag 20 flows to the first solenoid valve 40 through the seventh valve port 51 and the eighth valve port 52 of the second solenoid valve 50, and then flows to the sixth valve port 63 and the fifth valve port 62 of the air path control valve 60, and the compressed air is discharged from the third valve port 422 due to the conduction of the air outlet valve 42 of the first solenoid valve 40, and at this time, the suspension height is lowered. It is noted that, in the process (1), when the height of the airbag 20 needs to exceed the normal height set by the height valve 30, the height of the airbag 20 is smaller than the normal height set by the height valve 30, the tenth port 31 and the eleventh port 32 are communicated, a small portion of compressed air enters the height valve 30 but cannot be communicated with the air channel control valve 60, and when the height of the airbag 20 exceeds the normal height set by the height valve 30, the eleventh port 32 and the twelfth port 33 of the height valve 30 are communicated, and the compressed air between the eleventh port 32 of the height valve 30 and the fifth port 62 of the air channel control valve 60 is discharged from the twelfth port 33 of the height valve 30, at this time, the air channel control valve 60 still communicates the fifth port 62 and the sixth port 63.

As shown in fig. 4, after the air bag 20 is continuously exhausted, when the height of the suspension is lower than the normal height determined by the height valve 30, the tenth valve port 31 and the eleventh valve port 32 of the height valve 30 are connected, the compressed air provided by the air source 10 passes through the tenth valve port 31 and the eleventh valve port 32 and reaches the fourth valve port 61 of the air path control valve 60, and since the compressed air at the fourth valve port 61 directly comes from the air source 10, the air pressure is higher than the fifth valve port 62 of the air path control valve 60, at this time, the fourth valve port 61 and the sixth valve port 63 are connected. The compressed air flows into the airbag 20 through the fourth and sixth ports 61 and 63 and the eighth and seventh ports 52 and 51 of the second solenoid valve 50, and the height of the suspension is raised to the normal height set by the height valve 30. At this time, the tenth port 31, the eleventh port 32, and the twelfth port 33 of the altitude valve 30 are all open, the air bag 20 is neither inflated nor deflated, and the suspension is maintained at a normal altitude.

(3) Process for manually adjusting suspension height to minimum height

As shown in fig. 5, when the height of the airbag 20 needs to be minimized, the control switch of the second solenoid valve 50 is pressed, at this time, the seventh valve port 51 and the ninth valve port 53 of the second solenoid valve 50 are conducted, and the compressed air in the airbag 20 is discharged from the ninth valve port 53. At this time, the suspension height is lower than the suspension normal height set by the altimeter valve 30, and even if the tenth port 31 and the eleventh port 32 of the altimeter valve 30 are on, the seventh port 51 and the ninth port 53 of the second solenoid valve 50 are off, the airbag 20 cannot be inflated. Thus, the air bag 20 continues to deflate and the suspension height is minimized.

(4) Process for restoring suspension from lowest height to normal height

As shown in fig. 6, the second solenoid valve 50 is reset to control the switch, and at this time, the eighth port 52 and the seventh port 51 of the second solenoid valve 50 are turned on, so that the compressed air inflates the airbag 20 through the tenth port 31 and the eleventh port 32 of the altitude valve 30, the fourth port 61 and the sixth port 63 of the air path control valve 60, and the eighth port 52 and the seventh port 51 of the second solenoid valve 50 until the altitude valve 30 sets the normal height of the suspension.

Therefore, in the air suspension system 100 controlled by the mechanical height valve 30, a driver only needs to operate the first electromagnetic valve 40 and the second electromagnetic valve 50 to control the switches, so that the air path control valve 60 can be selectively switched according to the air pressure difference, and the height valve 30 can be selectively switched on according to the height difference, so that the height of the air suspension of the mechanical height valve 30 is controlled, the driver can conveniently adjust the height of the air suspension at any position inside or outside the vehicle, the functions of suspension lifting, suspension maintaining and suspension descending are effectively realized, the operation convenience is greatly improved, and the safety and the passing performance of the vehicle are greatly improved.

In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the utility model and to simplify the description, but are not intended to indicate or imply that the device or element so referred to must have a particular orientation, be constructed and operated in a particular orientation, and are not to be construed as limiting the utility model.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.

While embodiments of the utility model have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. An air suspension system, comprising:

a gas source;

an air bag;

an altitude valve in communication with the air source;

a first solenoid valve in communication with and in parallel with the altitude valve;

one end of the second electromagnetic valve is communicated with the altitude valve and the first electromagnetic valve respectively, and the other end of the second electromagnetic valve is communicated with the air bag;

the air path control valve is arranged between the first electromagnetic valve and the second electromagnetic valve and selectively controls the first electromagnetic valve to be communicated with the second electromagnetic valve or selectively controls the altitude valve to be communicated with the second electromagnetic valve.

2. The air suspension system of claim 1 wherein said first solenoid valve comprises: admission valve and air outlet valve, the admission valve with the air outlet valve interval sets up and interconnect, the one end of admission valve with air supply intercommunication and the other end with the gas circuit control valve intercommunication, the one end of air outlet valve with external intercommunication and the other end with the gas circuit control valve intercommunication.

3. The air suspension system of claim 2 wherein said intake valve comprises: first interface and second interface, the air outlet valve includes: a third interface selectively in communication with the first interface and the second interface;

when the second interface is disconnected with the first interface, the air inlet valve is disconnected with the air path control valve and the air outlet valve is disconnected with the air path control valve;

when the second interface is communicated with the first interface and the third interface, the air inlet valve is communicated with the air path control valve;

and when the first interface, the second interface and the third interface are disconnected, the air outlet valve is communicated with the air path control valve.

4. The air suspension system of claim 3 wherein said intake valve further comprises: first valve port and second valve port, the air outlet valve still includes: the first valve port is communicated with the air source, the second valve port is communicated with the air passage control valve, the third valve port is communicated with the outside, and the second valve port is selectively communicated with the first valve port and the third valve port.

5. The air suspension system of claim 1 wherein said air path control valve comprises: valve body and slider, the slider is in slide in the valve body, the valve body includes: the height valve comprises a fourth valve port, a fifth valve port and a sixth valve port, wherein the fourth valve port is communicated with the height valve, the fifth valve port is communicated with the first electromagnetic valve, the sixth valve port is communicated with the second electromagnetic valve, and the sixth valve port is selectively communicated with the fifth valve port or the fourth valve port;

when the air pressure between the altitude valve and the fourth valve port is greater than the air pressure between the fifth valve port and the first electromagnetic valve, the fourth valve port is communicated with the sixth valve port;

when the air pressure between the altitude valve and the fourth valve port is smaller than the air pressure between the fifth valve port and the first electromagnetic valve, the fifth valve port is communicated with the sixth valve port.

6. The air suspension system of claim 1 wherein said second solenoid valve comprises: the air bag valve comprises a seventh valve port, an eighth valve port and a ninth valve port, wherein the seventh valve port is selectively communicated with the eighth valve port and the ninth valve port, the seventh valve port is communicated with the air bag, the eighth valve port is communicated with the air path control valve, and the ninth valve port is communicated with the outside.

7. The air suspension system of claim 1 wherein said height valve includes: the gas path control valve comprises a tenth valve port, an eleventh valve port and a twelfth valve port, wherein the eleventh valve port is selectively communicated with the eleventh valve port or the twelfth valve port, the tenth valve port is communicated with the gas source, the eleventh valve port is communicated with the gas path control valve, and the twelfth valve port is communicated with the outside.

8. The air suspension system of claim 1, further comprising: the air bag comprises a first air path, a second air path and a third air path, wherein the first air path and the second air path are connected in parallel, the third air path is connected with the first air path or the second air path in series, the first air path is provided with a first electromagnetic valve, the second air path is provided with a height valve, and the third air path is provided with a second electromagnetic valve and an air bag.

9. The air suspension system of claim 8 wherein said second air passage and said third air passage are each at least two, at least two of said second air passages and said first air passage are connected in parallel with each other, and at least two of said second air passages and at least two of said third air passages are connected to each other.

10. A vehicle, characterized by comprising: an air suspension system as claimed in any one of claims 1 to 9.

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