A rubber shock-absorbing device for a multi-bridge structure vehicle

Abstract

The present invention discloses a multi-bridge structure vehicle rubber shock-absorbing device, comprising an inner tube body arranged in an outer tube body, a multi-bridge structure rubber shock-isolating pad arranged between the outer wall of the inner tube body and the inner wall of the outer tube body, the outer wall of the multi-bridge structure rubber shock-isolating pad being connected to the inner wall of the outer tube body, and the inner wall of the multi-bridge structure rubber shock-isolating pad being connected to the outer wall of the inner tube body; the natural frequency of at least one bridge in the multi-bridge structure rubber shock-isolating pad is different from the natural frequencies of other bridge-type rubber shock-isolating pads. Compared with the prior art, the present invention solves the problem of increased amplitude during high-frequency vibration of the vehicle rubber bushing shock-absorbing device by changing the shape of the inner tube body and the outer tube body and the size structure of the middle rubber bridge structure. The natural frequency of at least one bridge of the multi-bridge structure rubber shock-isolating pad is different from that of other bridges, thereby reducing the overall resonance energy.

Description

Technical Field

[0001] The present invention relates to the field of shock absorbing devices for vehicles, in particular to a rubber shock absorbing device for vehicles with a multi-bridge structure. Background Art

[0002] Vibration and shock are related to vehicle operation. These vibrations and shocks include vibrations generated by the powertrain such as the engine and transmission, vibrations generated when the wheels contact the road surface, and shocks caused by irregularities.

[0003] To mitigate these vibrations and shocks, various shock-absorbing devices are installed in vehicles. These devices are primarily categorized as rubber bushings and hydraulic bushings. Rubber bushings utilize the damping properties of rubber isolation pads, while hydraulic bushings utilize the damping properties of the fluid they contain to attenuate vibrations or shocks. Rubber bushings are generally categorized by structure into tubular and bridge types. Figure 1 It is a schematic cross-sectional view of an existing tubular rubber bushing. Figure 1 The rubber bushing includes an inner tube 10, an outer tube 20 surrounding the inner tube 10, and a rubber vibration isolation pad 30 connected to the inner tube 10 on the radial inner side and connected to the outer tube 20 on the radial outer side. The rubber vibration isolation pad 30 has a substantially continuous cross-sectional structure along the longitudinal direction of the rubber bushing. The inner tube 10 and the outer tube 20 are made of metal or hard plastic material and are used to connect other parts of the vehicle; the rubber vibration isolation pad 30 acts to attenuate vibration between the inner tube 10 and the outer tube 20, and as shown in FIG. Figure 1 The rubber vibration isolation pad 30 is in the form of a tubular bushing that fills all the spaces between the inner tube 10 and the outer tube 20 .

[0004] In the prior art, if the input frequency of vibration is consistent with the natural frequency of the rubber vibration isolation pad 30 , the vibration amplitude will be amplified. Figures 2 to 4 Schematic cross-sectional views of different types of existing bridge-type rubber bushings. Figures 2 to 4 In the embodiment, the inner tube 10 and the outer tube 20 have different shapes, but they can be regarded as functionally similar. Figure 1 are basically the same.

[0005] However, in Figures 2 to 4 In, with Figure 1 The difference is that the rubber vibration isolation pad 30 is actually a separated bridge-type form. Here, the rubber vibration isolation pad 30 is divided, which actually means that the part that contributes to vibration attenuation is divided.

[0006] When the shortest length L of this bridge-type rubber seismic isolation pad 30 is defined as the shortest length from the portion bonded to the inner tube 10 to the portion bonded to the outer tube 20, when compared with other bridge-type rubber insulators 30, since the shapes of the inner and outer bonding areas joined by each bridge-type rubber insulator 30 are identical or symmetrical to each other, the shape of the rubber seismic isolation pad 30 is not only identical or symmetrical to the shape of another bridge-type rubber seismic isolation pad 30, but also the shortest length L is the same.

[0007] Therefore, in the bridge type rubber bushing, each bridge type rubber insulator has the same natural frequency. Therefore, when the input frequency of the input vibration is consistent with the natural frequency of each rubber isolation pad 30, the amplitude of the vibration will still increase.

[0008] As such, the rubber vibration isolation pad 30 attenuates various vibrations continuously inputted when the internal combustion engine or the electric motor is driven. However, when the input frequency of the input vibration matches the natural frequency of the rubber vibration isolation pad 30 , the vibration is amplified.

[0009] In order to solve the problem of vibration amplification at the natural frequency, various measures are being explored, but in practice it is difficult to consider them as appropriate alternatives.

[0010] (1) In order to reduce the resonance energy, the damping value can be increased. However, when the damping value increases, the dynamic stiffness of the rubber insulator also increases proportionally, and the problem of large vibration will occur in the generally used range.

[0011] (2) The peak frequency can be moved by adjusting the stiffness of the rubber isolation pad, but since the stiffness of the rubber isolation pad must be limited to the stiffness range required by the system, it is difficult to obtain satisfactory results by adjusting the stiffness of the rubber insulator in a limited manner.

[0012] (3) Alternatively, a separate dynamic shock absorber can be installed to address the vibration amplification problem at the natural frequency. However, this is not practical due to the installation cost and weight. Furthermore, considering the various input frequencies, there is a risk that other problems may arise in other frequency domains. Summary of the Invention

[0013] The purpose of the present invention is to solve the problems existing in the prior art and provide a multi-bridge structure vehicle rubber shock absorber to solve the vibration amplification problem of the rubber bushing type vehicle shock absorber at the natural frequency.

[0014] To achieve the above object, the present invention is implemented according to the following technical solutions:

[0015] A multi-bridge structure vehicle rubber shock-absorbing device includes an inner tube body arranged in an outer tube body, a multi-bridge structure rubber shock-absorbing pad is arranged between the outer wall of the inner tube body and the inner wall of the outer tube body, the outer wall of the multi-bridge structure rubber shock-absorbing pad is connected to the inner wall of the outer tube body, and the inner wall of the multi-bridge structure rubber shock-absorbing pad is connected to the outer wall of the inner tube body; the natural frequency of at least one bridge in the multi-bridge structure rubber shock-absorbing pad is different from the natural frequencies of other bridge-type rubber shock-absorbing pads.

[0016] As a preferred solution of the present invention, the shortest length of at least one bridge in the rubber isolation pad of the multi-bridge structure is different from the shortest length of other bridges, and the shortest length is the minimum distance between the junction of the bridge and the outer wall of the inner tube body and the junction of the bridge and the outer wall of the outer tube body.

[0017] As a preferred solution of the present invention, the first-order natural frequency of each bridge of the rubber vibration isolation pad of the multi-bridge structure is controlled to be 400Hz-3000Hz.

[0018] As a preferred solution of the present invention, the outer wall of the inner tube body is provided with a protrusion toward the inner wall of the outer tube body, and the inner wall of the rubber isolation pad of the multi-bridge structure at the connection with the protrusion on the outer wall of the inner tube body is provided with a groove.

[0019] As a preferred solution of the present invention, the outer wall of the outer tube body is provided with a protrusion toward the outer wall of the inner tube body, and the outer wall of the rubber isolation pad of the multi-bridge structure connected to the protrusion on the inner wall of the outer tube body is provided with a groove.

[0020] As a preferred solution of the present invention, the shortest length of one bridge of the rubber vibration isolation pad with a multi-bridge structure is 70%-98% of the shortest length of any other bridge.

[0021] As a preferred solution of the present invention, the inner tube body and the outer tube body are made of metal or hard plastic material.

[0022] As a preferred solution of the present invention, the rubber vibration isolation pad of the multi-bridge structure is provided with four bridges.

[0023] Compared with the prior art, the present invention solves the problem of increased amplitude during high-frequency vibration of the rubber bushing shock-absorbing device for vehicles by changing the shape of the inner tube body and the outer tube body and the size structure of the middle rubber bridge structure. The natural frequency of at least one bridge of the rubber isolation pad of the multi-bridge structure is different from that of the other bridges, thereby reducing the overall resonance energy. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 The present invention is a cross-sectional schematic diagram of a tubular rubber liner in the prior art.

[0025] Figure 2It is a cross-sectional schematic diagram of the first bridge-type rubber bushing in the prior art.

[0026] Figure 3 It is a cross-sectional schematic diagram of the second bridge-type rubber bushing in the prior art.

[0027] Figure 4 It is a cross-sectional schematic diagram of the third bridge-type rubber bushing in the prior art.

[0028] Figure 5 It is a front view of the rubber shock absorbing device for a multi-bridge structure vehicle of the present invention.

[0029] Figure 6 yes Figure 5 The cross-sectional view of the AA reference.

[0030] Figure 7 yes Figure 6 Cross-sectional view of the BB benchmark.

[0031] Figure 8 yes Figure 5 Front view of the inner tube.

[0032] Figure 9 FIG. 4 is a schematic diagram showing the difference in resonance energy between an embodiment of the present invention and the prior art. DETAILED DESCRIPTION

[0033] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the embodiments. The specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0034] like Figure 5-8 As shown, this embodiment provides a multi-bridge structure vehicle rubber shock-absorbing device, including an inner tube body 110 arranged in an outer tube body 120, the inner tube body 110 and the outer tube body 120 are made of metal or hard plastic material for connection with other parts of the vehicle; a multi-bridge structure rubber isolation pad 130 is arranged between the outer wall of the inner tube body 110 and the inner wall of the outer tube body 120, the outer wall of the multi-bridge structure rubber isolation pad 130 is connected to the inner wall of the outer tube body 120, and the inner wall of the multi-bridge structure rubber isolation pad 130 is connected to the outer wall of the inner tube body 110; the natural frequency of at least one bridge in the multi-bridge structure rubber isolation pad 130 is different from the natural frequencies of other bridge-type rubber isolation pads.

[0035] like Figure 6 As shown, the rubber isolation pad 130 of the multi-bridge structure of this embodiment is provided with four bridges (corresponding to Figure 6The rubber isolation pad 130 of the multi-bridge structure has one bridge 130a, one bridge 130b, and two bridges 130c, but the number of bridges of the multi-bridge structure rubber isolation pad 130 can be changed according to the embodiment. The first-order natural frequency of the multi-bridge structure rubber isolation pad 130 is controlled to be 400Hz-3000Hz.

[0036] The first-order natural frequency of the multi-bridge rubber isolation pad 130 is similar to that of the rubber bushing. The multi-bridge rubber isolation pad 130 has a basic static rigidity suitable for rubber bushings. This vehicle shock absorber attenuates vibrations across the entire vibration range, particularly effectively attenuating resonances within the 400 Hz to 3000 Hz range. The shortest length of any bridge in the multi-bridge rubber isolation pad 130 is 70% to 98% of the shortest length of any other bridge.

[0037] If the shortest length of a bridge is less than 70% of the shortest length of any other bridge, the overall shock absorption may be unstable due to the rapid change of the resonance energy. In particular, in the rubber shock isolation pad 130 of the multi-bridge structure, it is more ideal that the first-order natural frequency of one bridge differs from the first-order natural frequency of the other bridge within 40Hz to 1000Hz. This is because if the first-order natural frequency of one bridge differs from the first-order natural frequency of another bridge by less than 40Hz, the energy cannot be separated and the resonance energy attenuation effect is not obvious. Another reason is that if the first-order natural frequency of one bridge differs from the first-order natural frequency of another bridge by more than 1000Hz, the overall shock absorption will be unstable due to the rapid change of the resonance energy.

[0038] In this embodiment, the shortest length of at least one bridge in the multi-bridge rubber isolation pad 130 is different from the shortest lengths of the other bridges. This shortest length is the minimum distance between the junction of the bridge with the outer wall of the inner tube 110 and the junction with the inner wall of the outer tube 120. This embodiment provides one bridge 130a with a shortest length of La, one bridge 130b with a shortest length of Lb, and two bridges 130c with the same length Lc as in the prior art. Depending on the circumstances, all bridges in the multi-bridge rubber isolation pad 130 may have different shortest lengths, or only one bridge may have a different shortest length.

[0039] The bridges of the conventional rubber isolation pads all have the same minimum length. The connection form of the inner and outer tubes of the conventional rubber isolation pads is the same or symmetrical to that of the inner and outer tubes of other insulators, and thus the conventional rubber isolation pads all have the same or symmetrical form. Therefore, in the conventional art, the conventional rubber isolation pads all have the same natural frequency, and thus generate a large resonant energy (K*) at their natural frequency. Furthermore, the natural frequency of the conventional rubber isolation pads has a characteristic of being roughly inversely proportional to the square of the length of the conventional rubber isolation pads.

[0040] Therefore, if the shortest length of the bridge of the bridge-type rubber isolation pad is changed, the natural frequency of the bridge-type rubber isolation pad will change significantly.

[0041] In this embodiment, the shortest length of the bridges of the rubber vibration isolation pads 130 of the multi-bridge structure is changed to make the natural vibration frequencies (or peak frequencies) of different bridges different in magnitude, so as to disperse the resonance energy.

[0042] Specifically, in this embodiment, the outer wall of the inner tube body 110 is provided with protrusions 111a and 111b toward the inner wall of the outer tube body 120, and correspondingly, grooves are provided on the inner wall of the rubber isolation pad 130 of the multi-bridge structure where the protrusions on the outer wall of the inner tube body 110 are connected. Of course, it is also possible to provide protrusions on the inner wall of the outer tube body 120 toward the outer wall of the inner tube body 110, and correspondingly, grooves are provided on the outer wall of the rubber isolation pad 130 of the multi-bridge structure where the protrusions on the inner wall of the outer tube body 120 are connected.

[0043] In order to verify the shock absorption effect of the multi-bridge structure vehicle rubber shock absorption device of the present invention, Figure 9 Shown Figure 2 This conventional method and Figure 6 The figure shows the difference in resonance energy of the embodiment of the present invention. As can be seen from the figure, the resonance energy of the multi-bridge structure vehicle rubber shock-absorbing device of the invention is significantly reduced.

[0044] The technical solution of the present invention is not limited to the above-mentioned specific embodiments. Any technical variations made according to the technical solution of the present invention fall within the protection scope of the present invention.

Claims

1. A rubber shock-absorbing device for a multi-bridge vehicle structure, comprising an inner tube disposed within an outer tube, characterized in that: A rubber isolation pad with a multi-bridge structure is provided between the outer wall of the inner tube body and the inner wall of the outer tube body, wherein the outer wall of the rubber isolation pad with the multi-bridge structure is connected to the inner wall of the outer tube body, and the inner wall of the rubber isolation pad with the multi-bridge structure is connected to the outer wall of the inner tube body; the natural frequency of at least one bridge in the rubber isolation pad with the multi-bridge structure is different from the natural frequency of the other bridge-type rubber isolation pads; The shortest length of at least one bridge in the rubber isolation pad of the multi-bridge structure is different from the shortest lengths of the other bridges, and the shortest length is the minimum distance between the junction of the bridge and the outer wall of the inner tube body and the junction of the bridge and the outer wall of the outer tube body; The outer wall of the inner tube body is provided with a protrusion toward the inner wall of the outer tube body, and the inner wall of the rubber isolation pad of the multi-bridge structure at the connection with the protrusion on the outer wall of the inner tube body is provided with a groove; The outer wall of the outer tube body is provided with a protrusion toward the outer wall of the inner tube body, and the outer wall of the rubber isolation pad of the multi-bridge structure at the connection with the protrusion on the inner wall of the outer tube body is provided with a groove; The shortest length of one bridge of the rubber vibration isolation pad of the multi-bridge structure is 70%-98% of the shortest length of any other bridge.

2. The rubber shock-absorbing device for a multi-bridge vehicle according to claim 1, characterized in that: The first-order natural frequency of each bridge of the rubber vibration isolation pad of the multi-bridge structure is controlled to be 400 Hz-3000 Hz.

3. The rubber shock-absorbing device for a multi-bridge vehicle according to claim 1, characterized in that: The inner tube body and the outer tube body are made of metal or hard plastic material.

4. The rubber shock-absorbing device for a multi-bridge vehicle according to claim 1, characterized in that: The rubber vibration isolation pad of the multi-bridge structure is provided with four bridges.

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