Automobile damping pad and electric automobile

Abstract

The application provides a car damping pad and an electric car, the center of the damping pad is provided with a mounting hole, the vibration body outside of the damping pad is divided into an upper half part and a lower half part which are structurally symmetrical through a mounting groove; the upper half part is provided with a sawtooth support part at the upper portion; the upper half part between the mounting hole and the sawtooth support part is uniformly distributed with at least two layers of recess structures which are staggered with each other and are used for reducing low-frequency vibrations in X and Y directions. The upper half part and the lower half part between the mounting hole and the sawtooth support part are uniformly distributed with at least two layers of recess structures which are staggered with each other, so that low-frequency vibrations in X and Y directions can be weakened.

Description

Technical Field

[0001] This invention relates to the field of vibration reduction or automotive vibration reduction, and particularly to an automotive vibration damping pad and an electric vehicle. Background Technology

[0002] During operation, the engine (powertrain system) of a car generates tremendous power, and there are also bumps and vibrations during driving. These, along with continuous vibrations, not only produce noise, but also greatly reduce the lifespan of related parts, thereby affecting the driver's experience and even safety.

[0003] The working principle of commonly used metal vibration dampers is simply to absorb vibration energy through the deformation of the metal damping pad itself, and then dissipate the energy through its own damping. Commonly used metal damping pads are functional damping materials with loose, porous characteristics, produced through a special process. The metal wires within the molded product exhibit a rubber-like macromolecular porous structure with interlocking fibers. During vibration, the friction between the metal wires provides damping and vibration reduction. Generally, metal vibration dampers exhibit near-elasticity under certain displacement conditions, allowing them to operate within a range that provides good vibration reduction.

[0004] Currently, some vibration reduction products are available on the market, but they are not designed with sufficient static stiffness and decoupling rate, and cannot meet current usage requirements, especially in terms of reducing low-frequency vibration signals. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides an automotive vibration damping pad. By evenly distributing at least two layers of interlaced groove structures on the upper half between the mounting hole and the serrated support, low-frequency vibrations in the X and Y directions can be reduced.

[0006] The present invention achieves the above-mentioned technical objectives through the following technical means.

[0007] A car vibration damping pad has a mounting hole at its center. The outer side of the vibration body of the vibration damping pad is divided into an upper half and a lower half with symmetrical structure by a mounting groove. The upper half is provided with a serrated support part. At least two layers of interlaced groove structures are evenly distributed in the upper half between the mounting hole and the serrated support part to reduce low-frequency vibrations in the X and Y directions.

[0008] Furthermore, the sawtooth support is composed of several triangular protrusions forming an annular triangular sawtooth wave structure, with the several triangular protrusions evenly distributed circumferentially on the upper part of the upper half; a groove structure is provided at the trough of the annular triangular sawtooth wave structure.

[0009] Furthermore, the height of the triangular protrusion structure decreases radially.

[0010] Furthermore, the groove structure includes a first groove structure and a second groove structure; a plurality of second groove structures are arranged circumferentially at intervals on the outside of the mounting hole; a plurality of first groove structures are evenly distributed at the troughs of the annular triangular sawtooth wave structure, and the first groove structures and the second groove structures are staggered with each other.

[0011] Furthermore, the radial width of the first groove structure is greater than the radial width of the second groove structure; the axial depth of the first groove structure is the same as the axial depth of the second groove structure.

[0012] Furthermore, the radial decrease rate of the protrusion height of the triangular protrusion structure is tan10°~1.

[0013] Furthermore, a bushing is installed inside the mounting hole, and the outer cylindrical surface of the bushing that contacts the inner side of the mounting hole is provided with several micro-protrusions.

[0014] Furthermore, the outer cylindrical surface of the bushing is divided into a first region and a second region. The first region is located at both ends of the outer cylindrical surface of the bushing, and the second region is located in the middle of the outer cylindrical surface of the bushing and close to the vibration source. The distribution density of micro-protrusions in the first region is greater than that in the second region.

[0015] Furthermore, the micro-protrusions in the first region are triangular cone-shaped spikes, and the distribution density of the triangular cone-shaped spikes in the first region is 40%-70%; the micro-protrusions in the second region are hemispherical protrusions, and the distribution density of the circular protrusions in the second region is 30%-60%.

[0016] An electric vehicle includes the aforementioned vehicle vibration damping pad, wherein the mounting groove of the vehicle vibration damping pad is used for mounting vibration source components.

[0017] The beneficial effects of this invention are as follows:

[0018] 1. The automotive vibration damping pad of the present invention, by means of at least two layers of interlaced groove structure evenly distributed in the upper and lower halves between the mounting hole and the serrated support, can reduce low-frequency vibrations in the X and Y directions.

[0019] 2. The automotive vibration damping pad of the present invention, wherein the sawtooth support part is composed of a number of triangular protrusions forming an annular triangular sawtooth wave structure, and the protrusion height of the triangular protrusions decreases radially, which can reduce the stiffness of the vibration damping pad in the Z direction (i.e., axial direction) and further reduce low-frequency vibrations in the X and Y directions.

[0020] 3. In the automotive vibration damping pad of the present invention, a plurality of second groove structures are arranged circumferentially at intervals on the outside of the mounting hole, and a plurality of first groove structures are evenly distributed at the troughs of the annular triangular sawtooth wave structure, and the first groove structures and the second groove structures are staggered with each other, which can better eliminate low-frequency vibrations in the X and Y directions.

[0021] 4. The automotive vibration damping pad of the present invention has a plurality of micro protrusions on the outer cylindrical surface of the bushing that contacts the inner side of the mounting hole. The micro protrusions have two functions: first, the micro protrusions can better vulcanize and bond the bushing to the rubber material vibration damping pad; second, the micro protrusions can further decompose part of the axial vibration into the X and Y directions, and can weaken part of the vibration in the X and Y directions. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. The drawings described below are some embodiments of the present invention. For those skilled in the art, it is obvious that other drawings can be obtained from these drawings without creative effort.

[0023] Figure 1 This is a three-dimensional diagram of the automotive vibration damping pad described in Embodiment 1 of the present invention.

[0024] Figure 2 This is a top view of the automotive vibration damping pad described in Embodiment 1 of the present invention.

[0025] Figure 3 for Figure 2 AA rotation section.

[0026] Figure 4 This is a cross-sectional view of the automotive vibration damping pad described in Embodiment 2 of the present invention.

[0027] Figure 5 This is the front view of the bushing described in Embodiment 2 of the present invention.

[0028] Figure 6 This is a partial enlarged view of Embodiment 2 of the present invention.

[0029] Figure 7 This is a simulation diagram of Embodiment 1 of the present invention.

[0030] Figure 8 This is a simulation diagram of Embodiment 2 of the present invention.

[0031] In the picture:

[0032] 1-Upper part; 1-1-Serrated support part; 1-2-First groove structure; 1-3-Second groove structure; 2-Mounting groove; 3-Lower part; 4-Shaft sleeve; 4-1-Micro protrusion; 4-2-Triangular cone thorn; 5-Mounting hole. Detailed Implementation

[0033] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0034] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "axial," "radial," "vertical," "horizontal," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0035] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0036] like Figure 1As shown, the automotive vibration damping pad of the present invention has a mounting hole 5 at its center. The outer side of the vibrating body of the vibration damping pad is divided into a symmetrical upper half 1 and a lower half 3 by a mounting groove 2. Since the upper half 1 and the lower half 3 are structurally symmetrical, the following description uses the upper half 1 as an example. The upper half 1 has a sawtooth support part 1-1 on its upper part. At least two layers of interlocking groove structures are evenly distributed on the upper half 1 between the mounting hole 5 and the sawtooth support part 1-1 to reduce low-frequency vibrations in the X and Y directions. Low-frequency vibrations are generally vibration signals below 500Hz. The mounting groove 2 is used to connect the vibration damping pad to the vibration source component, such as the vibration damping pad to the engine or pump, etc. The end faces of the upper half 1 and the lower half 3 respectively contact the vibration absorption end, which can be considered as the vibrated end, such as the frame or chassis of an automobile, etc.

[0037] The sawtooth support 1-1 is composed of several triangular protrusions forming an annular triangular sawtooth wave structure, with the triangular protrusions evenly distributed circumferentially on the upper part of the upper half 1; the troughs of the annular triangular sawtooth wave structure are provided with groove structures. The protrusion height of the triangular protrusions decreases radially, in order to decompose the axial vibration into radial vibration branches.

[0038] Example 1

[0039] like Figure 1 , Figure 2 and Figure 3 As shown, the upper part 1 is provided with a sawtooth support 1-1. The sawtooth support 1-1 is composed of a number of triangular protrusions forming an annular triangular sawtooth wave structure. The number of triangular protrusions are evenly distributed circumferentially on the upper part of the upper part 1. The groove structure includes a first groove structure 1-2 and a second groove structure 1-3. The number of second groove structures 1-3 are arranged circumferentially at intervals on the outside of the mounting hole 5, and the second groove structures 1-3 are not connected to the mounting hole 5. The number of first groove structures 1-2 are evenly distributed at the troughs of the annular triangular sawtooth wave structure, and the first groove structures 1-2 and the second groove structures 1-3 are staggered. Figure 3 It can be seen that the crests of the annular triangular sawtooth wave structure correspond one-to-one with the centers of the second groove structures 1-3, that is, the phase angle of the crest distribution of the annular triangular sawtooth wave structure is the same as the phase angle of the distribution of the second groove structures 1-3, and the initial phases are also the same. Figure 2 As shown, the first groove structures 1-2 are evenly distributed at the troughs of the annular triangular sawtooth wave structure, and the first groove structures 1-2 and the second groove structures 1-3 are staggered, which can better eliminate low-frequency vibrations in the X and Y directions. Because Figure 1 The model's outline features rounded corners to facilitate differentiation between the first groove structure 1-2 and the second groove structure 1-3. Figure 2The rounded corners are hidden, and the positional relationship between the first groove structure 1-2 and the second groove structure 1-3 can be seen intuitively.

[0040] The radial width of the first groove structure 1-2 is greater than the radial width of the second groove structure 1-3; the axial depth of the first groove structure 1-2 is the same as the axial depth of the second groove structure 1-3. The first groove structure 1-2 of the upper part 1 is not connected to the corresponding first groove structure 1-2 of the lower part 2, and the second groove structure 1-3 of the upper part 1 is not connected to the corresponding second groove structure 1-3 of the lower part 2. Figure 3 As shown.

[0041] The vibration damping pad in Example 1 is made of rubber material with a Shore hardness between 45 and 55.

[0042] In Example 1, the height of the triangular protrusion decreases radially, and the radial decrease rate of the height of the triangular protrusion is tan10°~1. This decrease rate can be understood as the slope of the protrusion height ramp.

[0043] Example 2

[0044] like Figure 4 As shown, a bushing 4 is installed inside the mounting hole 5. The outer cylindrical surface of the bushing 4, which contacts the inner side of the mounting hole 5, has several micro-protrusions 4-1. These micro-protrusions 4-1 serve two purposes: firstly, they allow for better vulcanization and adhesion between the bushing 4 and the rubber damping pad; secondly, they further decompose some axial vibrations into the X and Y directions and reduce some vibrations in these directions. A pin or fastener is installed inside the inner ring of the bushing 4 to connect the vibration-absorbing end to the upper and lower end faces of the damping pad.

[0045] The micro-protrusion 4-1 can be a hemispherical protrusion or a triangular pyramidal spike 4-2; the triangular pyramidal spike 4-2 can better decompose the axial vibration part into radial vibration branches. The angle of the triangular pyramidal spike 4-2 is 15 to 45 degrees.

[0046] like Figure 5As shown, the outer cylindrical surface of the bushing 4 is divided into a first region 4-3 and a second region 4-4. The first region 4-3 is located at both ends of the outer cylindrical surface of the bushing 4, and the second region 4-4 is located in the middle of the bushing 4 and close to the vibration source. The distribution density of the micro-protrusions 4-1 in the first region 4-3 is greater than that in the second region 4-4. The micro-protrusions 4-1 in the first region 4-3 are triangular pyramidal spikes 4-2, and the distribution density of the triangular pyramidal spikes 4-2 in the first region 4-3 is 40%-70%. The micro-protrusions 4-1 in the second region 4-4 are hemispherical protrusions, and the distribution density of the circular protrusions in the second region 4-4 is 30%-60%.

[0047] The spacing between adjacent triangular pyramidal spikes 4-2 within the first region 4-3 is 100–200 μm; the spacing between adjacent hemispherical protrusions within the second region 4-4 is 100–200 μm; the radius r of each hemispherical protrusion is 20–100 μm, and the protrusion height h is 20–100 μm. The axial length of each triangular pyramidal spike 4-2 is 50–150 μm. The inclination angle of each triangular pyramidal spike is not greater than the angle of the triangular protrusion height.

[0048] like Figure 6 As shown, to ensure that the upper end face of the upper part 1 is in a plane, the angle between the bottom of the triangular protrusion and the horizontal plane is α. This ensures that the protrusion height of the triangular protrusion structure decreases radially. The tilt angle θ of the triangular pyramid is less than or equal to α.

[0049] Simulation analysis of the effect:

[0050] The simulation conditions were a pre-compression of 2mm (in the z-direction) and a loading condition of 0.5mm movement in the negative y-direction, used to simulate the effect of the vibration damping pad being subjected to horizontal y-direction excitation. The simulation results of Example 1 are as follows: Figure 7 As shown, the conclusion is that the maximum displacement of the vibration damping pad is 0.78mm. The maximum displacement occurs in the middle position between the mounting groove and the inner wall of the mounting hole on the pressure side of the vibration damping pad. The reason for this is that the amount of rubber in the area between the mounting groove and the inner wall of the mounting hole is less than that in other parts. Therefore, this area is more likely to deform under stress.

[0051] Example 2: A bushing 4 is added to the inner wall of the mounting hole 5. Under the same boundary conditions, the simulation results are as follows. Figure 8 As shown, the maximum displacement is 0.58 mm, and it occurs in the middle of the inner wall of the vibration damping pad mounting hole and its vicinity. Comparing the displacement cloud diagrams of Example 1 and Example 2, it can be found that the maximum displacement and the area where the maximum displacement occurs have both decreased. From the simulation diagram, it can be concluded that the deformation of the vibration damping pad in Example 2 is less than that in Example 1, which is beneficial to improving the stability of the system and enabling the vibration damping pad to have a better vibration damping effect.

[0052] An electric vehicle includes the aforementioned vehicle vibration damping pad, wherein the mounting groove 2 of the vehicle vibration damping pad is used to mount a vibration source component. If the vibration source component is a pump, then the pump is connected to the chassis or frame at its four mounting corners via the vehicle vibration damping pad.

[0053] It should be understood that although this specification is described according to various embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

[0054] The detailed descriptions listed above are merely specific illustrations of feasible embodiments of the present invention and are not intended to limit the scope of protection of the present invention. All equivalent embodiments or modifications made without departing from the spirit of the present invention should be included within the scope of protection of the present invention.

Claims

1. A car shock absorber pad, characterized in that, The damping pad has a mounting hole (5) at its center. The outer side of the damping pad's vibrating body is divided into a symmetrical upper half (1) and a lower half (3) by a mounting groove (2). The upper half (1) has a sawtooth support (1-1) at its upper part. At least two layers of interlocking groove structures are evenly distributed in the upper half (1) between the mounting hole (5) and the sawtooth support (1-1) to reduce low-frequency vibrations in the X and Y directions. A bushing (4) is installed in the mounting hole (5). The outer cylindrical surface of the bushing (4) that contacts the inner side of the mounting hole (5) has several micro-protrusions (4-1). The outer cylindrical surface of the bushing (4) is divided into a first region (4-3) and a second region (4-4). The first region (4-3) is located at both ends of the outer cylindrical surface of the bushing (4), and the second region (4-4) is located in the middle of the outer cylindrical surface of the bushing (4) and close to the source of vibration. The distribution density of the micro-protrusions (4-1) in the first region (4-3) is greater than that in the second region (4-4). The micro-protrusions (4-1) in the first region (4-3) are triangular cones (4-2), and the distribution density of the triangular cones (4-2) in the first region (4-3) is 40%-70%. The micro-protrusions (4-1) in the second region (4-4) are hemispherical protrusions, and the distribution density of the hemispherical protrusions in the second region (4-4) is 30%-60%.

2. The automotive shock absorber pad according to claim 1, characterized in that, The sawtooth support (1-1) is composed of several triangular protrusions forming an annular triangular sawtooth wave structure. The several triangular protrusions are evenly distributed in the upper part of the upper half (1) along the circumference. The trough of the annular triangular sawtooth wave structure is provided with a groove structure.

3. The automotive shock absorber pad according to claim 2, characterized in that, The height of the triangular protrusion decreases radially.

4. The automotive shock absorber pad according to claim 2, characterized in that, The groove structure includes a first groove structure (1-2) and a second groove structure (1-3); a plurality of second groove structures (1-3) are arranged circumferentially at intervals on the outside of the mounting hole (5); a plurality of first groove structures (1-2) are evenly distributed at the troughs of the annular triangular sawtooth wave structure, and the first groove structures (1-2) and the second groove structures (1-3) are staggered.

5. The automotive shock absorber pad according to claim 4, characterized in that, The radial width of the first groove structure (1-2) is greater than the radial width of the second groove structure (1-3); the axial depth of the first groove structure (1-2) is the same as the axial depth of the second groove structure (1-3).

6. The automotive shock absorber pad according to claim 3, characterized in that, The radial decrease rate of the protrusion height of the triangular protrusion structure is tan10°~1.

7. An electric vehicle, characterized in that, The vehicle shock absorber includes the vehicle shock absorber according to any one of claims 1-6, wherein the mounting groove (2) of the vehicle shock absorber is used to install the vibration source component.

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