Automobile vibration absorber assembly applied to suspension swing arm position

Abstract

The invention relates to the technical field of automobile chassis vibration control, in particular to an automobile vibration absorber assembly applied to a suspension swing arm position, which comprises a mass block, an inner pipe and an elastic body, the elastic body comprises an outer ring part and an inner ring part, the inner ring part wraps the inner pipe, and the outer ring part wraps the mass block; the outer ring part and the inner ring part are coaxially arranged, at least three radially arranged main ribs are arranged between the outer ring part and the inner ring part, the outer ends of the main ribs are connected with the inner wall of the outer ring part, and the inner ends of the main ribs are connected with the outer wall of the inner ring part; a hollow area is formed between every two adjacent main ribs, a limiting structure is arranged in each hollow area, the outer end of each limiting structure is connected with the inner wall of the outer ring part, and a set gap is formed between the inner end of each limiting structure and the outer wall of the inner ring part. The NVH performance can be met, and the service life is prolonged.

Description

Technical Field

[0001] The invention relates to the technical field of automobile chassis vibration control, and in particular to an automobile vibration absorber assembly applied to a suspension swing arm position. Background Art

[0002] The shock absorber assembly is a key vibration reduction component in the automobile chassis system. It absorbs and attenuates the vibration energy transmitted to the vehicle body by road excitation through the combined structure of mass block and elastomer, thereby reducing resonance noise. Traditional shock absorbers are usually composed of mass block, elastomer (such as rubber) and connecting parts. The elastomer is combined with metal parts through vulcanization process, and the deformation characteristics of the elastomer are used to dissipate vibration energy. Such devices need to meet low dynamic stiffness to optimize NVH performance while taking into account high durability to cope with high-frequency impact loads of the suspension system.

[0003] At present, the anti-drop structure design of automobile shock absorbers is the main research direction of the prior art. For example: Patent CN220101911U proposes to restrain the displacement of the mass block when the rubber breaks by adding an anti-drop rod to cooperate with the surrounding components, but it relies on an additional mechanical structure, which increases the complexity and cost of assembly. Patent CN203272569U discloses an anti-drop dynamic shock absorber, which uses a trumpet-shaped elastomer to be nested with a mounting bracket and an outer sleeve. When the elastomer breaks from the middle due to fatigue, its outer circle is locked between the mounting bracket and the car body through the trumpet mouth to prevent the mass block from falling off. However, the structure has the following limitations: the dumbbell-shaped design of the elastomer leads to anisotropy of radial dynamic stiffness, and it needs to rely on the installation direction for positioning to ensure performance; the main rubber ribs have a large deformation under large impact loads, which is easy to accelerate fatigue fracture; the problem of abnormal noise caused by rubber friction when the mass block moves is not solved.

[0004] Therefore, the technical problems existing in the prior art include:

[0005] ① The anti-slip structure is complicated: the existing technology relies on additional anti-slip rods or complex geometric locking structures, resulting in a large number of components and high process difficulty; ② Insufficient consistency of dynamic stiffness: the dumbbell-shaped elastomer design leads to differences in the direction of radial stiffness, and directional installation is required to ensure performance, which limits its versatility; ③ Limited durability: the main rubber reinforcement has a large deformation under high acceleration conditions, and long-term deformation accumulation can easily cause early fatigue fracture; ④ Hidden danger of abnormal noise: there is a lack of silencer design during the relative motion between the mass block and the elastomer, and friction noise affects the user experience. Summary of the invention

[0006] In view of the deficiencies in the prior art, an embodiment of the present invention aims to provide a vehicle shock absorber assembly applied to a suspension swing arm, which can meet NVH performance and extend service life.

[0007] In order to achieve the above object, the embodiment of the present invention provides the following technical solutions:

[0008] A shock absorber assembly for an automobile used at a suspension swing arm position comprises: a mass block, an inner tube and an elastic body; the elastic body comprises an outer ring portion and an inner ring portion, the inner ring portion covers the inner tube, and the outer ring portion covers the mass block; the outer ring portion and the inner ring portion are coaxially arranged, at least three main ribs arranged radially are arranged between the outer ring portion and the inner ring portion, the outer ends of the main ribs are connected to the inner wall of the outer ring portion, and the inner ends of the main ribs are connected to the outer wall of the inner ring portion; a hollow area is formed between adjacent main ribs, a limiting structure is arranged in the hollow area, the outer end of the limiting structure is connected to the inner wall of the outer ring portion, and a set gap is provided between the inner end of the limiting structure and the outer wall of the inner ring portion.

[0009] Optionally, the cross section of the main rib is rectangular, and arc transitions are provided at the connection positions between the main rib and the outer ring portion and the inner ring portion.

[0010] Optionally, the cross-section of the limiting structure is trapezoidal, and the width of the limiting structure gradually decreases from the outer ring portion to the inner ring portion.

[0011] Optionally, the inner end surface of the limiting structure is provided with vertical sound-absorbing ribs, and the vertical sound-absorbing ribs are multiple strip-shaped protrusions evenly distributed along the circumference of the inner tube.

[0012] Optionally, five main bars and five limiting structures are provided, and the five limiting structures and the five main bars are alternately distributed.

[0013] Optionally, the elastomer is a rubber body, and the rubber body is bonded between the mass block and the inner tube through a vulcanization process to form an integrated structure.

[0014] Optionally, the mass block is a circular ring structure, and the outer ring portion covers the outer circumferential surface, the inner circumferential surface and both side end surfaces of the circular ring structure.

[0015] Optionally, the inner ring portion is covered on the outer circumferential surface of the inner tube.

[0016] Optionally, the mass block and the inner tube are axially staggered, with one end of the inner tube located inside one end of the mass block and the other end of the inner tube located outside the other end of the mass block.

[0017] Optionally, the vibration absorber assembly, the shock absorber assembly and the spring arm assembly are connected by bolts, and the installation direction of the vibration absorber assembly is a horizontal arrangement.

[0018] One or more technical solutions provided in the embodiments of the present invention have at least the following technical effects or advantages:

[0019] 1. The vibration absorber assembly includes a mass block, an inner tube and an elastomer. The elastomer is composed of an outer ring portion and an inner ring portion. The inner ring portion covers the inner tube, and the outer ring portion covers the mass block, and the outer ring portion and the inner ring portion are coaxially arranged. This structural design enables the elastomer to effectively connect the mass block and the inner tube together to form a whole. The radial hollow structure and main ribs between the outer ring portion and the inner ring portion determine the radial dynamic stiffness value. At least three radially arranged main ribs are arranged between the outer ring portion and the inner ring portion. The outer end of the main rib is connected to the inner wall of the outer ring portion, and the inner end is connected to the outer wall of the inner ring portion. Through the connection of the main ribs, the structural strength and stability of the elastomer can be enhanced. The radial main ribs evenly transmit loads in all directions, so that the vibration absorber has consistent dynamic stiffness in any installation direction. A hollow area is formed between adjacent main ribs, and a limiting structure is arranged in the hollow area. The outer end of the limiting structure is connected to the inner wall of the outer ring part, and there is a set gap between the inner end and the outer wall of the inner ring part, so that the vibration absorber can effectively limit excessive deformation of the elastomer during operation.

[0020] 2. The five-spoke symmetrical main reinforcement and hollow structure are adopted to achieve low radial dynamic stiffness (≤40N / mm) while ensuring the consistency of stiffness in all directions and eliminating the restriction of installation direction; the deformation of the rubber main reinforcement under large impact load is limited by the clearance match between the five-spoke limit structure and the inner tube (1-2mm), thereby improving fatigue life; a redundant anti-slip mechanism is designed, so that when a single main reinforcement breaks, the remaining main reinforcement can still keep the mass block fixed; silencer vertical reinforcement is added to the end face of the limit block to eliminate the friction noise during the movement of the mass block, and finally realize a shock absorber assembly with excellent NVH performance, high durability and low noise.

[0021] Advantages of additional aspects of the present invention will be given in the following description, and in part will become obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings required for use in the embodiments or the prior art descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work. In addition, the spacing or size between the components is exaggerated to show the positions of the components, and the schematic diagram is only used for illustration.

[0023] Figure 1 is a schematic diagram of a vibration absorber assembly provided by an embodiment of the present invention;

[0024] Figure 2 is a three-dimensional diagram of the vibration absorber provided by an embodiment of the present invention;

[0025] Figure 3is a front view of a vibration absorber assembly provided by an embodiment of the present invention;

[0026] Figure 4 is a side view of a vibration absorber assembly provided by an embodiment of the present invention;

[0027] Figure 5 is a cross-sectional view of a vibration absorber assembly provided by an embodiment of the present invention;

[0028] Figure 6 is a schematic diagram of installing a vibration absorber assembly provided by an embodiment of the present invention;

[0029] In the figure: 1, mass block; 2, elastic body; 21, inner ring; 22, outer ring; 23, main rib; 24, limit structure; 25, silencer vertical rib; 3, inner tube; 4, vibration absorber assembly; 5, spring arm assembly; 6, shock absorber assembly; DETAILED DESCRIPTION

[0030] It should be noted that the following detailed descriptions are illustrative and are intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used in the present invention have the same meanings as those commonly understood by those of ordinary skill in the art to which the present invention belongs. In addition, it should also be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0031] Terminology explanation:

[0032] NVH: "Noise, Vibration, Harshness" is a comprehensive issue to measure the quality of automobile manufacturing. It mainly studies the impact of vehicle noise and vibration on vehicle performance and comfort. Noise includes powertrain noise, road noise, wind noise and accessory noise in the car, while vibration refers to the vibration of vehicle parts that passengers can perceive, such as the steering wheel, seat, floor and other parts. Harshness refers to people's intuitive feeling of sound, which is related to the transient nature of noise and vibration, and can also be understood as roughness and impact characteristics. NVH performance directly affects the ride comfort and quality perception of the vehicle, and is an important performance standard in automotive engineering.

[0033] like Figure 1 , Figure 2 As shown, this embodiment proposes a vehicle shock absorber assembly 4 applied to the suspension swing arm position, including: a mass block 1, an inner tube 3 and an elastic body 2; Figure 3 , Figure 4 , Figure 5As shown, the elastomer 2 includes an outer ring portion 22 and an inner ring portion 21, the inner ring portion 21 covers the inner tube 3, and the outer ring portion 22 covers the mass block 1; the outer ring portion 22 and the inner ring portion 21 are coaxially arranged, and at least three radially arranged main ribs 23 are arranged between the outer ring portion 22 and the inner ring portion 21, and the outer ends of the main ribs 23 are connected to the inner wall of the outer ring portion 22, and the inner ends of the main ribs 23 are connected to the outer wall of the inner ring portion 21; a hollow area is formed between adjacent main ribs 23, and a limiting structure 24 is arranged in the hollow area, and the outer end of the limiting structure 24 is connected to the inner wall of the outer ring portion 22, and there is a set gap between the inner end of the limiting structure 24 and the outer wall of the inner ring portion 21.

[0034] The vulcanization connection design of the outer ring part 22 covering the mass block 1 and the inner ring part 21 covering the inner tube 3 ensures that the vibration energy is dissipated through the deformation of the main ribs 23 of the elastomer 2; the radial hollow structure and the main ribs 23 between the outer ring part 22 and the inner ring part 21 determine the radial dynamic stiffness value (≤40N / mm), and the dynamic stiffness value and durability can be adjusted by adjusting the main ribs 23 and the hollow structure. The radial main ribs 23 evenly transmit loads in all directions to avoid local stress concentration. The layout connecting the inner wall of the outer ring part 22 and the outer wall of the inner ring part 21 enables the vibration absorber to have consistent dynamic stiffness in any installation direction, ensuring that the dynamic stiffness value of the entire circle is consistent, and there is no installation direction requirement. The excessive deformation of the main ribs 23 under large impact is limited by the set gap between the limiting structure 24 and the outer wall of the inner ring part 21, preventing rubber fatigue fracture and improving service life.

[0035] like Figure 3 As shown, the cross section of the main reinforcement 23 is rectangular, and arc transitions are provided at the connection positions between the main reinforcement 23 and the outer ring portion 22 and the inner ring portion 21. The rectangular cross section provides uniform shear stress distribution and avoids edge stress concentration caused by trapezoidal or triangular cross sections; the arc transition eliminates the risk of crack initiation at the right-angle connection and prolongs the fatigue life of the main reinforcement 23.

[0036] The cross section of the limiting structure 24 is a trapezoid, and the width of the limiting structure 24 gradually decreases from the outer ring portion 22 to the inner ring portion 21. The geometric characteristics of wide outside and narrow inside guide the deformation to be transmitted toward the main rib 23 of the elastic body 2, thereby preventing the main rib 23 from breaking; when the trapezoidal inclined surface contacts the outer wall of the inner ring portion 21, a progressive contact is formed, thereby reducing the damage to the rubber caused by the instantaneous impact load; the high bending stiffness of the trapezoidal cross section effectively limits the deformation of the main rib 23, while reducing the material consumption of the limiting structure 24.

[0037] The radial clearance between the inner end face of the limiting structure 24 and the outer wall of the outer ring part 22 is 1 to 2 mm. Within the normal vibration range (acceleration ≤ 30g), the clearance allows the main rib 23 to deform freely to dissipate energy; when the impact load exceeds the threshold (such as 40g), the limiting structure 24 contacts the outer wall of the inner ring part 21, and prevents the main rib 23 from further deformation by limiting, thereby avoiding excessive stretching of the rubber; if the clearance is too small, the stiffness may increase, and if it is too large, the limiting protection may be lost. The clearance range of 1 to 2 mm has been verified by experiments to balance NVH performance and durability.

[0038] like Figure 3 , Figure 5 As shown, the inner end surface of the limiting structure 24 is provided with a silencer vertical rib 25, which is a plurality of strip-shaped protrusions evenly distributed along the circumference of the inner tube 3. The vertical rib converts the sliding friction between the mass block 1 and the inner tube 3 into rolling friction of multi-point contact, reduces the friction coefficient, generates contact at a small displacement, and avoids the impact sound caused by the sudden change of the gap.

[0039] The main reinforcement 23 and the limiting structure 24 are both provided with five five-spoke rubber main reinforcements 23, which ensures that even if one main reinforcement 23 is broken, it can still be used normally without falling off, and the circumferential stiffness of the vibration absorber is uniform, and there is no need for installation direction positioning; the five limiting structures 24 and the five main reinforcements 23 are alternately distributed to avoid the local stiffness reduction caused by the excessive hollow area between adjacent main reinforcements 23; the number of limiting structures 24 is equal to the main reinforcement 23, ensuring that each main reinforcement 23 has a corresponding limiting structure 24 to provide protection when it is deformed.

[0040] The elastic body 2 is a rubber body, and the rubber is natural rubber NR. The rubber hardness is determined by the dynamic stiffness and natural frequency of the vibration absorber assembly 4 to achieve the best vibration reduction effect. The rubber body is bonded between the mass block 1 and the inner tube 3 through a vulcanization process to form an integrated structure.

[0041] Vulcanization forms a chemical bond between the rubber body, the mass block 1 and the inner tube 3 to avoid interlayer peeling. The integrated structure eliminates stress concentration at the bolt or adhesive connection point and improves the overall fatigue life. During the vulcanization process, the mold controls the geometric accuracy of the main rib 23 and the limit structure 24 to ensure the consistency of dynamic stiffness.

[0042] The mass block is a circular ring structure, and the outer ring portion covers the outer circumferential surface, the inner circumferential surface and the end surfaces on both sides of the circular ring structure. The outer ring portion covers multiple surfaces of the mass block, so that the connection between the mass block and the elastic body is more secure, and the vibration energy can be effectively transmitted, thereby improving the vibration absorption effect of the vibration absorber.

[0043] The inner ring portion is coated on the outer circumferential surface of the inner tube, which can enhance the supporting effect of the elastic body and improve the durability of the vibration absorber.

[0044] The mass block and the inner tube are arranged in an axially staggered manner, with one end of the inner tube located inside one end of the mass block and the other end of the inner tube located outside the other end of the mass block, so that the vibration absorber has a better vibration absorption effect in the axial direction and can effectively attenuate vibrations from different directions. At the same time, this arrangement can also reduce the natural frequency of the vibration absorber, improve its vibration absorption performance, and further improve the driving comfort of the car.

[0045] The inner tube 3 is made of 20# steel or 6061 aluminum. 20# steel has a high yield strength (≥245MPa) and is suitable for heavy-load conditions. 6061 aluminum alloy (tensile strength ≥310MPa) can reduce the weight of the shock absorber assembly 4 in lightweight demand scenarios. The surfaces of both materials are easy to be pre-treated before vulcanization (such as sandblasting and chemical etching) to improve the bonding strength with the rubber body.

[0046] The mass block 1 is made of 20# or Q235 steel, and the weight of the mass block 1 is 0.2-3kg.

[0047] The circular symmetrical layout makes the inertia moment of mass block 1 uniform, avoiding eccentric vibration, meeting the stiffness and frequency requirements in all directions without directional positioning, and is easy to install; 20# steel (density 7.85g / cm 3 ) and Q235 steel (density 7.8g / cm 3 ) provides high-density weight, with a weight range of 0.2 to 3kg to adapt to the natural frequency adjustment requirements of different models.

[0048] like Figure 6 As shown, the vibration absorber assembly 4 is connected to the shock absorber assembly 6 and the spring arm assembly 5 by bolts, and the installation direction of the vibration absorber assembly 4 is horizontally arranged. The horizontal arrangement makes the vibration direction of the vibration absorber consistent with the vertical vibration of the suspension swing arm, maximizing the vibration reduction efficiency; the bolt connection facilitates quick assembly with the shock absorber assembly 6 and the spring arm assembly 5.

[0049] Although the above describes the specific implementation mode of the present invention in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art on the basis of the technical solution of the present invention without creative work are still within the scope of protection of the present invention.

Claims

1. A shock absorber assembly for a vehicle applied to a suspension swing arm, characterized in that: include: Mass block, inner tube and elastic body; The elastic body comprises an outer ring portion and an inner ring portion, the inner ring portion covers the inner tube, and the outer ring portion covers the mass block; The outer ring portion and the inner ring portion are coaxially arranged, and at least three main ribs arranged radially are arranged between the outer ring portion and the inner ring portion, wherein the outer ends of the main ribs are connected to the inner wall of the outer ring portion, and the inner ends of the main ribs are connected to the outer wall of the inner ring portion; A hollow area is formed between adjacent main ribs, a limiting structure is arranged in the hollow area, an outer end of the limiting structure is connected to the inner wall of the outer ring portion, and a set gap is provided between the inner end of the limiting structure and the outer wall of the inner ring portion.

2. The automobile shock absorber assembly applied to the suspension swing arm position according to claim 1, characterized in that: The cross section of the main reinforcement is rectangular, and arc transitions are arranged at the connection positions between the main reinforcement and the outer ring part and the inner ring part.

3. The automobile shock absorber assembly applied to the suspension swing arm position according to claim 1, characterized in that: The cross section of the limiting structure is trapezoidal, and the width of the limiting structure gradually decreases from the outer ring portion to the inner ring portion.

4. The automobile shock absorber assembly applied to the suspension swing arm position according to claim 1, characterized in that: The inner end surface of the limiting structure is provided with vertical sound-absorbing ribs, and the vertical sound-absorbing ribs are a plurality of strip-shaped protrusions evenly distributed along the circumference of the inner tube.

5. The automobile shock absorber assembly applied to the suspension swing arm position according to claim 1, characterized in that: The number of main bars and the number of limiting structures are five, and the five limiting structures and the five main bars are alternately distributed.

6. The automobile shock absorber assembly applied to the suspension swing arm position as claimed in claim 1, characterized in that: The elastic body is a rubber body, and the rubber body is bonded between the mass block and the inner tube through a vulcanization process to form an integrated structure.

7. The automobile shock absorber assembly applied to the suspension swing arm position as claimed in claim 6, characterized in that: The mass block is a circular ring structure, and the outer ring portion covers the outer circumferential surface, the inner circumferential surface and both side end surfaces of the circular ring structure.

8. The automobile shock absorber assembly applied to the suspension swing arm position as claimed in claim 6, characterized in that: The inner ring portion covers the outer circumferential surface of the inner tube.

9. The automobile shock absorber assembly applied to the suspension swing arm position as claimed in claim 7, characterized in that: The mass block and the inner tube are arranged in an axially staggered manner, one end of the inner tube is located inside one end of the mass block, and the other end of the inner tube is located outside the other end of the mass block.

10. The automobile shock absorber assembly applied to the suspension swing arm position according to claim 1, characterized in that: The vibration absorber assembly, the shock absorber assembly and the spring arm assembly are connected by bolts, and the installation direction of the vibration absorber assembly is horizontal arrangement.

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