Shaft sleeve assembly, motor suspension and vehicle

Abstract

The invention provides a shaft sleeve assembly, a motor suspension and a vehicle, and belongs to the technical field of automobile parts, the shaft sleeve assembly comprises a first shaft sleeve, a second shaft sleeve and a limiting shaft sleeve, the first shaft sleeve comprises a first inner core, a first outer pipe and a first rubber body vulcanized between the first inner core and the first outer pipe; the second shaft sleeve comprises a second inner core, a second outer pipe and a second rubber body vulcanized between the second inner core and the second outer pipe; the first shaft sleeve and the second shaft sleeve are coaxially connected together through the limiting shaft sleeve, and axial limiting of the shaft sleeve assembly is formed. Due to the fact that the shaft sleeve assembly with the rigidity distributed in the three directions in the balanced mode is adopted, the application scene of motor suspension is increased, the damping scheme of a power assembly is widened, the decoupling rate and modal distribution of the motor assembly are optimized, and the diversified application requirement of an electric vehicle is met.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of automobile parts, and more particularly relates to a shaft sleeve assembly, a motor suspension and a vehicle. BACKGROUND

[0002] The shaft sleeve has been widely favored by electric vehicle enterprises and applied to the motor suspension system for a long time due to its simple structure, mature manufacturing process and low production cost. However, with the continuous development of the electric vehicle industry, the application demand of the motor suspension is increasingly diversified, and especially under the impetus of the lightweight design trend, the motor suspension gradually develops towards the integrated arrangement of the motor or the vehicle frame. The motor suspension shaft sleeve in the existing market is mainly formed by vulcanization of the inner core and the outer tube, and the axial stiffness thereof mainly depends on the shear force of the rubber. This structural characteristic causes the axial stiffness of the shaft sleeve to be obviously lower than the radial stiffness, and the three-way stiffness distribution is unbalanced, which increasingly highlights the problems in the integrated fixed arrangement form: On the one hand, as the connecting carrier of the motor and the vehicle frame, the shaft sleeve cannot be arranged as the main stress direction in the axial direction, which limits the layout scheme of the powertrain (such as the axial installation demand of the integrated vehicle frame); on the other hand, the unbalanced axial stiffness also seriously affects the decoupling rate and modal distribution of the motor assembly, and it is difficult to meet the diversified application demand of the electric vehicle, and a new type of shaft sleeve structure needs to be developed to solve the above problems. SUMMARY

[0003] The application aims to provide a shaft sleeve assembly, a motor suspension and a vehicle, and aims to improve the axial stiffness of the shaft sleeve, realize the balanced distribution of the three-way stiffness of the shaft sleeve, increase the application scenarios of the shaft sleeve suspension, broaden the shock absorption scheme of the powertrain, and meet the diversified application demand of the electric vehicle.

[0004] In the first aspect, in order to achieve the above-mentioned purpose, the technical scheme adopted by the application is as follows: The first shaft sleeve comprises a first inner core, a first outer tube and a first rubber body vulcanized between the first inner core and the first outer tube; The second shaft sleeve comprises a second inner core, a second outer tube and a second rubber body vulcanized between the second inner core and the second outer tube; and The limiting shaft sleeve coaxially connects the first shaft sleeve and the second shaft sleeve together to constitute the axial limiting of the shaft sleeve assembly.

[0005] The beneficial effects of the bushing assembly provided in this application are as follows: Compared with the prior art, the bushing assembly of this application not only connects the two bushings, but more importantly, it realizes the axial limiting function: when the bushing assembly is subjected to large axial loads under extreme working conditions (rapid acceleration, emergency braking), the limiting bushing will limit the maximum relative displacement between the first bushing and the second bushing, avoiding the first rubber body and the second rubber body from aging or breaking due to excessive deformation, ensuring that the axial direction can still maintain sufficient durability, thereby significantly improving the axial stiffness of the bushing assembly, making the three-dimensional stiffness of the bushing more balanced, adapting to more application scenarios, and broadening the powertrain vibration reduction solutions.

[0006] The bushing has balanced stiffness in three directions, and the composite load during motor operation can be evenly distributed to the three directions. The bushing stiffness in each direction can provide sufficient resistance to deformation, and the load will not be transferred to other directions due to insufficient stiffness in one direction. This reduces vibration coupling, optimizes NVH performance, meets the diverse needs of consumers for driving comfort, and improves the decoupling rate. At the same time, it reduces the risk of resonance, makes the motor modal distribution reasonable, and ensures stable operation, thereby improving the diversified application needs of electric vehicles.

[0007] When the two bushings are arranged coaxially, the radial and circumferential loads are still borne independently by a single rubber body (without superposition or weakening), and the cross-sectional dimensions and vulcanization area of ​​the rubber body are consistent with the existing technology, without sacrificing the original radial and circumferential load-bearing performance, thus ensuring the balance of three-dimensional stiffness.

[0008] After the first bushing and the second bushing are connected in series on the same axis, the axial load will be transmitted sequentially through the first inner core to the first rubber body, the limiting bushing, and the second rubber body, forming a double rubber body series force-bearing mode. Compared with a single rubber body, the total axial stiffness is the superposition of the stiffness of the two rubber bodies, which directly improves the axial deformation resistance and makes the axial force transmission more stable and reliable.

[0009] In conjunction with the first aspect, in one possible implementation, the limiting bushing is connected to the opposite end of the first inner core and the second inner core; Wherein, one end of the first inner core is provided with a first reduced diameter section that extends axially and has a reduced diameter, and one end of the second inner core is provided with a second reduced diameter section that extends axially and has a reduced diameter, and the second reduced diameter section is provided with a connecting hole that is adapted to be inserted into the first reduced diameter section. One end of the first inner core is reduced in diameter to form a first axial limiting end face, and one end of the second inner core is reduced in diameter to form a second axial limiting end face; the limiting bushing is fitted onto the second reduced diameter section and axially limited between the first axial limiting end face and the second axial limiting end face. A non-contact gap is formed between the first outer tube and the second outer tube, and between the first rubber body and the second rubber body.

[0010] In the above technical solution, the connection method of two inner cores being plugged into each other greatly improves the reliability and firmness of the coaxial connection of the two bushings compared to a simple butt connection, ensuring the reliability of axial force transmission. The axial limiting of the limiting bushing is formed by the reduction of the diameter of the two inner cores, which further enables the limiting bushing to form an axial rigid limit under large load displacement conditions by tightly fitting with the limiting end faces of the two inner cores, thereby avoiding the risk of shear deformation and fracture of the rubber body and improving the axial stiffness of the bushing.

[0011] The non-contact gap between the two rubber bodies ensures that they are not connected, cutting off the shear force transmission path and reserving space for the axial deformation of the rubber bodies. When the motor generates axial vibration, the deformation of the first and second rubber bodies does not affect each other, avoiding the local shear force concentration caused by the contact of the two rubber bodies, thereby avoiding the risk of the one-piece rubber body being deformed or even broken by shear force.

[0012] Similarly, the non-contact gap reserved between the two outer tubes can also avoid the local shear force concentration caused by the contact of the two outer tubes when subjected to large axial loads, thereby avoiding the risk of the integrated outer tube being deformed or even broken by shear force.

[0013] In conjunction with the first aspect, in one possible implementation, the other end of the first inner core away from the limiting bushing is formed with a radially extending first limiting shoulder; the inner surface of the first rubber body conformally wraps around the outer surface of the first inner core, and forms a first limiting groove at a position axially close to the first limiting shoulder. A first limiting protrusion adapted to the first limiting groove is formed on the inner surface of the first outer tube. The first limiting protrusion and the first limiting shoulder constitute axial and circumferential limiting. The structure of the second bushing is the same as that of the first bushing; wherein, the other end of the second inner core away from the limiting bushing forms a radially extending second limiting shoulder; The first limiting shoulder and the second limiting shoulder constitute the axial limiting at both ends of the bushing assembly, limiting the first outer tube, the first rubber body, the second outer tube and the second rubber body.

[0014] In the above technical solution, the first limiting shoulder of the first inner core and the second limiting shoulder of the second inner core are located at both ends of the bushing assembly, forming a bidirectional axial limit. The first limiting shoulder restricts the first outer tube and the first rubber body from moving away from the limiting bushing, and the second limiting shoulder restricts the second outer tube and the second rubber body from moving to the other side. This limits the axial displacement of the entire bushing assembly to the closed area of ​​the two end shoulders and the middle limiting bushing, avoiding the risk of uncontrolled shear deformation caused by the axial movement of the outer tube or the rubber body, and further improving the axial stiffness of the bushing.

[0015] The first and second limiting shoulders not only limit the outer tube and the rubber body, but also directly bear part of the axial impact load under extreme impact conditions (such as collisions and severe bumps), avoiding the risk of shear strain runaway caused by the rubber body bearing all the impact load.

[0016] The first limiting protrusion of the first outer tube is adapted to be embedded in the first limiting groove of the first rubber body, and forms an axial clamp with the first limiting shoulder. This not only limits the axial movement of the rubber body to the outward end, but also prevents the rubber body from moving axially to the middle side, thus avoiding the debonding of the rubber body from the vulcanized surface of the inner core / outer tube due to repeated impacts from axial loads.

[0017] Moreover, the cooperation between the first limiting protrusion and the first limiting groove not only achieves axial limiting, but also restricts the relative circumferential rotation of the first outer tube and the first rubber body, thereby improving axial stiffness while ensuring the balance between circumferential stiffness and axial stiffness.

[0018] In conjunction with the first aspect, in one possible implementation, the groove surface of the first limiting groove near the first limiting shoulder forms a first conforming large inclined surface, and the groove surface relative to the first conforming large inclined surface forms a first conforming small inclined surface; The first limiting protrusion forms a first limiting large inclined surface adapted to the first conformal large inclined surface and a first supporting small inclined surface adapted to the first conformal small inclined surface; The first outer tube and the first rubber body are fitted together by inclined surfaces to form radial and axial limits.

[0019] In the above technical solution, the cooperation between the first limiting inclined surface and the first conformal inclined surface simultaneously forms radial and circumferential limiting. When the rubber body is subjected to radial vibration load, the radial reaction force generated by the inclined surface cooperation can limit the radial displacement of the rubber body and avoid triaxial stiffness imbalance caused by radial offset. Furthermore, the two groove surfaces of the first limiting groove have different inclinations. The smaller inclined surface with a smaller inclination can provide greater axial support to enhance the axial stiffness of the bushing.

[0020] In conjunction with the first aspect, in one possible implementation, two first limiting shoulders are symmetrically arranged along the axial direction on the first inner core; and two first limiting protrusions are correspondingly arranged on the first outer tube. The inner surface of the first outer tube is also provided with a radially protruding second limiting protrusion; the second limiting protrusion and the first limiting protrusion are alternately arranged circumferentially on the inner surface of the first outer tube; the outer surface of the first rubber body is provided with a second limiting groove adapted to the second limiting protrusion.

[0021] In the above technical solution, the second limiting protrusion on the inner surface of the first outer tube is alternately arranged with the first limiting protrusion in the circumferential direction and is adapted to the second limiting groove of the first rubber body to form a circumferential multi-point limiting, which avoids the relative rotation of the outer tube and the rubber body when the motor is torsional vibrating; this alternating arrangement makes the circumferential constraint force evenly distributed on the circumference of the rubber body, effectively resisting the torsional impact when the motor rotates and improving the circumferential rigidity of the bushing assembly.

[0022] In conjunction with the first aspect, in one possible implementation, the first rubber body is further provided with an axially penetrating deformation cavity, the deformation cavity being circumferentially offset from the first limiting protrusion, and the inner surface portion of the deformation cavity protruding towards the first inner core to form the second limiting groove.

[0023] In the above technical solution, the design of the deformation cavity inside the rubber body provides a buffer space for the elastic deformation of the rubber body. When axial load is applied, the shear deformation of the rubber body no longer depends solely on its own material elasticity. The deformation cavity can absorb part of the deformation by contraction / expansion, thereby reducing shear strain. The through-type design of the deformation cavity allows the axial vibration energy to be uniformly transmitted along the inner wall of the cavity, ensuring long-term stability of axial stiffness.

[0024] In conjunction with the first aspect, in one possible implementation, the stepped surface of the first limiting shoulder is a limiting inclined surface, which, together with the first limiting large inclined surface corresponding to the first limiting protrusion, constitutes the axial, radial, and circumferential limiting of the bushing assembly.

[0025] The above technical solution demonstrates that while primarily improving the axial stiffness of the bushing assembly, it also takes into account the balance of the radial and circumferential stiffness of the bushing, thereby ensuring the balance of stiffness in the three directions. This allows the bushing assembly to be adapted to more demanding application scenarios such as high power, high speed, and high frequency torsion, further expanding the coverage of powertrain vibration reduction solutions.

[0026] In conjunction with the first aspect, in one possible implementation, the outer contour line formed by the radial cross-section of the first inner core is polygonal, and the first rubber body wraps around the polygonal outer surface of the first inner core to form a circumferential limit.

[0027] In the above technical solution, the radial cross section of the first inner core adopts a polygonal design (usually a quadrilateral, regular hexagon, or regular octagon). Compared with a circular inner core, the mechanical engagement between the rubber body and the polygonal edges forms a rigid circumferential limit, which improves the circumferential stiffness and torsional torque resistance of the bushing, enabling the bushing to adapt to the strong torsional vibration requirements of ultra-high performance motors.

[0028] Secondly, embodiments of this application also provide a motor mount, including the aforementioned bushing assembly.

[0029] Thirdly, embodiments of this application also provide a vehicle including the aforementioned axle sleeve assembly.

[0030] The motor mount and vehicle provided in this application, by adopting this bushing assembly with balanced three-dimensional stiffness distribution, increase the application scenarios of the motor mount, broaden the powertrain damping scheme, optimize the decoupling rate and modal distribution of the motor assembly, and meet the diversified application needs of electric vehicles. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 A three-dimensional structural schematic diagram of the bushing assembly provided in the embodiments of this application; Figure 2 This is a schematic diagram of the main structure of the bushing assembly provided in an embodiment of this application; Figure 3 A top view of the bushing assembly provided in an embodiment of this application; Figure 4 For along Figure 3 Cross-sectional view of line AA in the middle; Figure 5 For along Figure 3 Cross-sectional view of the middle BB line; Figure 6 A three-dimensional structural diagram of the inner core and the limiting bushing provided in the embodiments of this application; Figure 7 A three-dimensional structural diagram of the split core state provided in an embodiment of this application; Figure 8 A three-dimensional structural schematic diagram of the first outer tube provided in an embodiment of this application; Figure 9 A top view of the first outer tube provided in an embodiment of this application; Figure 10 For along Figure 9 Cross-sectional view of the CC line; Figure 11 For along Figure 9 Cross-sectional view of the DD structure; Figure 12 This is a three-dimensional structural diagram of the first rubber body provided in an embodiment of this application; Figure 13 This is a top view of the first rubber body provided in an embodiment of this application; Figure 14 For along Figure 13 Cross-sectional view of the EE line; Figure 15 For along Figure 13 Cross-sectional view of FF.

[0033] In the figure: 1. First bushing; 11. First inner core; 111. First limiting shoulder; 112. Limiting inclined surface; 113. First diameter reduction section; 114. First axial limiting end face; 12. First rubber body; 121. Deformation cavity; 122. First limiting groove; 123. Second limiting groove; 124. First conformal large inclined surface; 125. First conformal small inclined surface; 13. First outer tube; 131. First limiting protrusion; 132. Second limiting protrusion; 133. First limiting large inclined surface; 134. First supporting small inclined surface; 2. Second bushing; 21. Second outer tube; 22. Second inner core; 221. Second limiting shoulder; 222. Second diameter reduction section; 223. Second axial limiting end face; 23. Second rubber body; 3. Limiting bushing. Detailed Implementation

[0034] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0035] It should be noted that when an element is referred to as being "set on" another element, it can be directly on or indirectly on that other element. It should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are used only for the convenience of describing this application and simplifying the description, and are not intended to 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 this application.

[0036] 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 technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a few" means two or more, unless otherwise explicitly specified.

[0037] For clarity, the specific directional definitions of triaxial stiffness in this application are explained as follows: The triaxial stiffness of a bushing corresponds to three orthogonal directions in a three-dimensional coordinate system. It is the standard expression for the stiffness of elastic elements in mechanical structures, specifically including: Axial: Along the central axis of the inner core and outer tube of the bushing (i.e., the length extension direction of the bushing), corresponding to the axial force direction during motor operation; Radial: The first horizontal direction perpendicular to the central axis of the bushing (such as the left and right direction of the bushing cross section), corresponding to the main force direction of the motor's radial vibration; Circumferential / Tangential: The second horizontal direction perpendicular to the central axis of the bushing (perpendicular to the radial direction, such as the front-back direction of the bushing cross section), corresponding to the torsional vibration or lateral force direction when the motor rotates.

[0038] In short, triaxial stiffness is the ability of a bushing to resist deformation in three perpendicular directions: axial, radial, and circumferential. These three factors together determine the bushing's buffering and constraint effect on the multi-directional vibration of the motor. The reason for the imbalance in the three-dimensional stiffness distribution of existing integral bushing structures is as follows: Existing bushings use a conventional structure with an inner core, outer tube, and rubber vulcanization. Their stiffness characteristics are determined by the stress pattern of the rubber. Radial and circumferential: Rubber mainly bears compressive / tensile forces. When the bushing is subjected to radial or circumferential loads, the rubber will be directly squeezed or stretched. Since the rubber itself has high compressive / tensile stiffness, the stiffness in these two directions can meet the basic requirements. Axial: Rubber mainly bears shear force. When the bushing is subjected to axial load, the relative displacement between the inner core and the outer tube will cause the rubber to undergo shear deformation. The shear stiffness of rubber is much lower than that of compression / tension stiffness (usually only 1 / 5 to 1 / 10 of the compression stiffness), resulting in the axial stiffness being significantly lower than the radial and circumferential stiffness. This stiffness distribution, characterized by low axial stiffness and high radial and circumferential stiffness, leads to a three-dimensional stiffness imbalance in the bushing. Excessive differences in stiffness values ​​across the three directions result in decreased decoupling efficiency and modal frequency shifts, making it impossible to simultaneously match the motor's vibration suppression requirements in the axial, radial, and circumferential directions. This, in turn, limits the bushing's arrangement and performance. To address this issue, this application employs two bushing segments connected in series by a limiting bushing. During operation, under heavy load and large displacement conditions, the limiting bushing restricts the bushing's axial displacement, thereby protecting the engine.

[0039] Please refer to the following: Figures 1 to 15The bushing assembly provided in this application will now be described. The bushing assembly includes: a first bushing 1, a second bushing 2, and a limiting bushing 3. The first bushing 1 includes a first inner core 11, a first outer tube 13, and a first rubber body 12 vulcanized between the first inner core 11 and the first outer tube 13. The second bushing 2 includes a second inner core 22, a second outer tube 21, and a second rubber body 23 vulcanized between the second inner core 22 and the second outer tube 21. The limiting bushing 3 coaxially connects the first bushing 1 and the second bushing 2 together, forming an axial limiting of the bushing assembly.

[0040] The beneficial effects of the bushing assembly provided in this application are as follows: Compared with the prior art, the bushing assembly of this application, the limiting bushing 3 not only serves to connect the two bushings, but more importantly, it realizes the axial limiting function. When the bushing assembly is subjected to large axial loads under extreme working conditions (rapid acceleration, sudden braking), the limiting bushing 3 will limit the maximum relative displacement between the first bushing 1 and the second bushing 2, and prevent the first rubber body 12 and the second rubber body 23 from aging or breaking due to excessive shear deformation. This ensures that the axial direction can still maintain sufficient durability, thereby significantly improving the axial stiffness of the bushing assembly and making the three-dimensional stiffness of the bushing more balanced. This not only solves the problem of three-dimensional stiffness imbalance, but also ensures the reliability of long-term use, and can be adapted to more application scenarios, thus broadening the powertrain vibration reduction solutions.

[0041] The bushing has balanced stiffness in three directions, and the composite load during motor operation can be evenly distributed to the three directions. The bushing stiffness in each direction can provide sufficient resistance to deformation, and the load will not be transferred to other directions due to insufficient stiffness in one direction. This reduces vibration coupling, optimizes NVH performance, meets the diverse needs of consumers for driving comfort, and improves the decoupling rate. At the same time, it reduces the risk of resonance, makes the motor modal distribution reasonable, and ensures stable operation, thereby improving the diversified application needs of electric vehicles.

[0042] For example, the application scenarios for bushing mounts have been expanded: existing low-axial-stiffness bushings, unable to be arranged in the axial main force direction, are limited to installation scenarios where radial force is the primary load-bearing direction, making it difficult to adapt to the integrated layout requirements of motor mounts integrated into the motor or frame under the trend of lightweighting. This application, through a three-dimensional stiffness balanced design, enables the bushing assembly to have sufficient load-bearing capacity in the axial, radial, and circumferential directions, and can flexibly adapt to various layout forms: it can be installed with the axial direction as the primary force direction, or the radial or circumferential direction can be selected as the primary force direction according to the powertrain layout requirements, greatly expanding the application scenarios of bushing mounts.

[0043] For example, expanding powertrain damping solutions to cover diverse needs: The diverse application requirements of electric vehicles (such as different models, different power parameters, and different driving scenarios) place differentiated demands on powertrain damping. The three-dimensional balanced stiffness characteristics of the bushing assembly in this application enable the damping system to simultaneously suppress the axial, radial, and circumferential composite vibrations of the motor, avoiding the problem of prominent local vibrations caused by three-dimensional unbalanced vibrations. This provides a more comprehensive damping solution for the powertrain, meeting the diverse application needs of electric vehicles.

[0044] When the two bushings are arranged coaxially, the radial and circumferential loads are still borne independently by a single rubber body (without superposition or weakening), and the cross-sectional dimensions and vulcanization area of ​​the rubber body are consistent with the existing technology, without sacrificing the original radial and circumferential load-bearing performance, thus ensuring the balance of three-dimensional stiffness.

[0045] After the first bushing 1 and the second bushing 2 are connected in series on the same axis, the axial load will be transmitted sequentially through the first inner core 11 to the first rubber body 12, the limiting bushing 3, and the second rubber body 23. The two rubber bodies are connected in series and subjected to force. Compared with a single rubber body, the total axial stiffness is the superposition of the stiffness of the two rubber bodies, which directly improves the axial deformation resistance and makes the axial force transmission more stable and reliable.

[0046] In some embodiments, see Figures 4 to 7 The limiting bushing 3 is connected to the opposite ends of the first inner core 11 and the second inner core 22. One end of the first inner core 11 is provided with a first reduced-diameter section 113 extending axially, and one end of the second inner core 22 is provided with a second reduced-diameter section 222 extending axially. A connecting hole for insertion into the first reduced-diameter section 113 is provided within the second reduced-diameter section 222. One end of the first inner core 11 is reduced in diameter to form a first axial limiting end face 114, and one end of the second inner core 22 is reduced in diameter to form a second axial limiting end face 223. The limiting bushing 3 is fitted onto the second reduced-diameter section 222 and axially limited between the first axial limiting end face 114 and the second axial limiting end face 223. A non-contact gap H is formed between the first outer tube 13 and the second outer tube 21, and between the first rubber body 12 and the second rubber body 23.

[0047] The two inner cores are plugged into each other, which greatly improves the reliability and firmness of the coaxial connection of the two bushings compared with the simple butt connection, ensuring the reliability of axial force transmission. The axial limit of the limiting bushing 3 is formed by the reduction of the diameter of the two inner cores. Under the condition of large load displacement, the limiting bushing 3 forms an axial rigid limit by tightly fitting with the limiting end faces of the two inner cores, thereby avoiding the risk of shear deformation and fracture of the rubber body and improving the axial stiffness of the bushing.

[0048] The non-contact gap between the two rubber bodies ensures that they are not connected, cutting off the shear force transmission path and reserving space for the axial deformation of the rubber bodies. When the motor generates axial vibration, the deformation of the first rubber body 12 and the second rubber body 23 does not affect each other, avoiding the local shear force concentration caused by the contact of the two rubber bodies, thereby avoiding the risk of the integral rubber body being deformed or even broken by shear force.

[0049] Similarly, the non-contact gap reserved between the two outer tubes can also avoid the local shear force concentration caused by the contact of the two outer tubes when subjected to large axial loads, thereby avoiding the risk of the integrated outer tube being deformed or even broken by shear force.

[0050] In some embodiments, see Figures 4 to 15 The first inner core 11 has a radially extending first limiting shoulder 111 formed at the other end away from the limiting bushing 3; the inner surface of the first rubber body 12 conformally wraps around the outer surface of the first inner core 11, and a first limiting groove 122 is formed at a position axially close to the first limiting shoulder 111; the inner surface of the first outer tube 13 has a first limiting protrusion 131 adapted to the first limiting groove 122, and the first limiting protrusion 131 and the first limiting shoulder 111 constitute axial and circumferential limiting; the structure of the second bushing 2 is the same as that of the first bushing 1; wherein, the second inner core 22 has a radially extending second limiting shoulder 221 formed at the other end away from the limiting bushing 3; the first limiting shoulder 111 and the second limiting shoulder 221 constitute axial limiting at both ends of the bushing assembly, limiting the first outer tube 13, the first rubber body 12, the second outer tube 21 and the second rubber body 23.

[0051] The first limiting shoulder 111 of the first inner core 11 and the second limiting shoulder 221 of the second inner core 22 are located at both ends of the bushing assembly, forming a bidirectional axial limit. The first limiting shoulder 111 restricts the first outer tube 13 and the first rubber body 12 from moving away from the limiting bushing 3, and the second limiting shoulder 221 restricts the second outer tube 21 and the second rubber body 23 from moving to the other side. This limits the axial displacement of the entire bushing assembly to the closed area of ​​the two end shoulders and the middle limiting bushing 3, avoiding the risk of uncontrolled shear deformation caused by the axial movement of the outer tube or rubber body, and further improving the axial stiffness of the bushing.

[0052] The first limiting shoulder 111 and the second limiting shoulder 221 not only limit the outer tube and the rubber body, but also directly bear part of the axial impact load under extreme impact conditions (such as collision and severe bumps), avoiding the risk of shear strain runaway caused by the rubber body bearing all the impact load.

[0053] The first limiting protrusion 131 of the first outer tube 13 is adapted to be embedded in the first limiting groove 122 of the first rubber body 12 and forms an axial clamp with the first limiting shoulder 111. This not only limits the axial movement of the rubber body to the outward end, but also prevents the rubber body from moving axially to the middle side, thus avoiding the rubber body from debonding from the vulcanized surface of the inner core / outer tube due to repeated impacts from axial loads.

[0054] Moreover, the cooperation between the first limiting protrusion 131 and the first limiting groove 122 not only achieves axial limiting, but also restricts the relative circumferential rotation of the first outer tube 13 and the first rubber body 12, thereby improving axial stiffness while ensuring the balance between circumferential stiffness and axial stiffness.

[0055] The structure of the second bushing 2 is similar to that of the first bushing 1, and the functions of each component and the whole are the same. Therefore, the second bushing 2 will not be described in detail here.

[0056] In some embodiments, combined with Figures 4 to 11 The groove surface of the first limiting groove 122 near the first limiting shoulder 111 forms a first conforming large inclined surface 124, and the groove surface of the first conforming large inclined surface 124 forms a first conforming small inclined surface 125; the first limiting protrusion 131 forms a first limiting large inclined surface 133 adapted to the first conforming large inclined surface 124 and a first supporting small inclined surface 134 adapted to the first conforming small inclined surface 125; the first outer tube 13 and the first rubber body 12 form radial and axial limiting through the cooperation of the inclined surfaces.

[0057] In the above technical solution, the cooperation between the first limiting inclined surface 133 and the first conformal inclined surface 124 forms both radial and circumferential limiting. When the rubber body is subjected to radial vibration load, the radial reaction force generated by the inclined surface cooperation can limit the radial displacement of the rubber body and avoid triaxial stiffness imbalance caused by radial offset.

[0058] The two groove surfaces of the first limiting groove 122 have different inclinations. The smaller inclined surface with a smaller inclination can provide greater axial support to enhance the axial stiffness of the bushing.

[0059] In some embodiments, see Figures 4 to 15 Two first limiting shoulders 111 are symmetrically arranged along the axial direction on the first inner core 11; two first limiting protrusions 131 are correspondingly arranged on the first outer tube 13; a radially protruding second limiting protrusion 132 is also provided on the inner surface of the first outer tube 13; the second limiting protrusion 132 and the first limiting protrusion 131 are alternately arranged circumferentially on the inner surface of the first outer tube 13; a second limiting groove 123 adapted to the second limiting protrusion 132 is provided on the outer surface of the first rubber body 12.

[0060] In the above technical solution, the second limiting protrusion 132 and the first limiting protrusion 131 on the inner surface of the first outer tube 13 are alternately arranged in the circumferential direction and are adapted to the second limiting groove 123 of the first rubber body 12 to form a circumferential multi-point limiting, which avoids the relative rotation of the outer tube and the rubber body when the motor is torsional vibrating; this alternating arrangement makes the circumferential constraint force evenly distributed on the circumference of the rubber body, effectively resisting the torsional impact when the motor rotates and improving the circumferential rigidity of the bushing assembly.

[0061] Therefore, the solution provided in this application, while mainly improving the axial stiffness of the bushing assembly, also takes into account the balance of the radial and circumferential stiffness of the bushing, thereby ensuring the stiffness balance in the three directions. This allows the bushing assembly to be adapted to more demanding application scenarios such as high power, high speed, and high frequency torsion, further expanding the coverage of powertrain vibration reduction solutions.

[0062] In the above technical solution, the structure of the second limiting groove 123 can be different from or the same as the structure of the first limiting groove 122. For example, the two grooves in the figure of this application adopt different structures. The first limiting groove 122 can provide radial limiting, while the second limiting groove 123 mainly enhances axial limiting and circumferential limiting. The two groove surfaces are basically perpendicular to the axis of the bushing.

[0063] In some embodiments, see Figures 3 to 5 The first rubber body 12 is also provided with an axially penetrating deformation cavity 121. The deformation cavity 121 and the first limiting protrusion 131 are circumferentially misaligned. The inner surface of the deformation cavity 121 protrudes towards the first inner core 11 to form a second limiting groove 123.

[0064] In the above technical solution, the design of the deformation cavity 121 inside the rubber body provides a buffer space for the elastic deformation of the rubber body. When axial load is applied, the shear deformation of the rubber body no longer depends solely on its own material elasticity. The deformation cavity 121 can absorb part of the deformation by contraction / expansion, thereby reducing shear strain. The through-type design of the deformation cavity 121 enables the axial vibration energy to be uniformly transmitted along the inner wall of the cavity, ensuring long-term stability of axial stiffness.

[0065] In some embodiments, see Figures 4 to 11 The stepped surface of the first limiting shoulder 111 is the limiting inclined surface 112, which, together with the first limiting large inclined surface 133 of the corresponding first limiting protrusion 131, constitutes the axial, radial and circumferential limiting of the bushing assembly.

[0066] The engagement of the limiting inclined surface 112 formed at the end of the bushing with the first limiting large inclined surface 133 decomposes the axial load into axial and radial loads, and transmits them radially to the circumferential direction of the bushing, thus completely avoiding the risk of early cracking of the rubber body due to excessive local stress.

[0067] In some embodiments, seeFigure 6 and Figure 7 The outer contour line formed by the radial section of the first inner core 11 is polygonal, and the first rubber body 12 wraps around the polygonal outer surface of the first inner core 11 to form a circumferential limit.

[0068] The radial cross section of the first inner core 11 adopts a polygonal design (usually a quadrilateral, regular hexagon, or regular octagon). Compared with a circular inner core, the mechanical engagement between the rubber body and the polygonal edges forms a rigid circumferential limit, which improves the circumferential stiffness and torsional torque resistance of the bushing, enabling the bushing to adapt to the strong torsional vibration requirements of ultra-high performance motors.

[0069] The solutions provided in this application, from different perspectives, demonstrate that while primarily improving the axial stiffness of the bushing assembly, they also take into account the balance of the radial and circumferential stiffness of the bushing, thereby ensuring the balance of stiffness in the three directions.

[0070] Based on the same inventive concept, this application also provides a motor mount, including the aforementioned bushing assembly.

[0071] Based on the same inventive concept, this application also provides a vehicle including the aforementioned axle sleeve assembly.

[0072] The motor mount and vehicle provided in this application, by adopting this bushing assembly with balanced three-dimensional stiffness distribution, increase the application scenarios of the motor mount, broaden the powertrain damping scheme, optimize the decoupling rate and modal distribution of the motor assembly, and meet the diversified application needs of electric vehicles.

[0073] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A bushing assembly, characterized in that, include: The first bushing (1) includes a first inner core (11), a first outer tube (13), and a first rubber body (12) vulcanized between the first inner core (11) and the first outer tube (13); The second bushing (2) includes a second inner core (22), a second outer tube (21), and a second rubber body (23) vulcanized between the second inner core (22) and the second outer tube (21); and The limiting bushing (3) coaxially connects the first bushing (1) and the second bushing (2) together to form the axial limiting of the bushing assembly.

2. The bushing assembly as described in claim 1, characterized in that, The limiting bushing (3) is connected to the opposite end of the first inner core (11) and the second inner core (22); Wherein, one end of the first inner core (11) is provided with a first reduced diameter section (113) that extends axially and has a reduced diameter, and one end of the second inner core (22) is provided with a second reduced diameter section (222) that extends axially and has a reduced diameter, and the second reduced diameter section (222) is provided with a connecting hole for the first reduced diameter section (113) to be inserted into. One end of the first inner core (11) is reduced in diameter to form a first axial limiting end face (114), and one end of the second inner core (22) is reduced in diameter to form a second axial limiting end face (223); the limiting bushing (3) is fitted on the second reduced diameter section (222) and axially limited between the first axial limiting end face (114) and the second axial limiting end face (223); A non-contact gap is formed between the first outer tube (13) and the second outer tube (21), and between the first rubber body (12) and the second rubber body (23).

3. The bushing assembly as described in claim 2, characterized in that, The first inner core (11) has a radially extending first limiting shoulder (111) at the other end away from the limiting bushing (3); the inner surface of the first rubber body (12) conformally wraps around the outer surface of the first inner core (11) and forms a first limiting groove (122) at a position axially close to the first limiting shoulder (111). A first limiting protrusion (131) adapted to the first limiting groove (122) is formed on the inner surface of the first outer tube (13). The first limiting protrusion (131) and the first limiting shoulder (111) constitute axial and circumferential limiting. The structure of the second bushing (2) is the same as that of the first bushing (1); wherein, the other end of the second inner core (22) away from the limiting bushing (3) forms a radially extending second limiting shoulder (221); The first limiting shoulder (111) and the second limiting shoulder (221) constitute the axial limiting at both ends of the bushing assembly, limiting the first outer tube (13), the first rubber body (12), the second outer tube (21) and the second rubber body (23).

4. The bushing assembly as described in claim 3, characterized in that, The groove surface of the first limiting groove (122) near the first limiting shoulder (111) forms a first conforming large inclined surface (124), and the groove surface of the first conforming large inclined surface (124) forms a first conforming small inclined surface (125). The first limiting protrusion (131) forms a first limiting large inclined surface (133) adapted to the first conformal large inclined surface (124) and a first supporting small inclined surface (134) adapted to the first conformal small inclined surface (125); The first outer tube (13) and the first rubber body (12) form radial and axial limits through the cooperation of the inclined surfaces.

5. The bushing assembly as described in claim 3, characterized in that, Two first limiting shoulders (111) are symmetrically arranged along the axial direction on the first inner core (11); two first limiting protrusions (131) are correspondingly arranged on the first outer tube (13); The inner surface of the first outer tube (13) is also provided with a radially protruding second limiting protrusion (132); the second limiting protrusion (132) and the first limiting protrusion (131) are alternately arranged on the inner surface of the first outer tube (13) in a circumferential direction; the outer surface of the first rubber body (12) is provided with a second limiting groove (123) adapted to the second limiting protrusion (132).

6. The bushing assembly as described in claim 5, characterized in that, The first rubber body (12) is also provided with an axially penetrating deformation cavity (121). The deformation cavity (121) and the first limiting protrusion (131) are circumferentially misaligned. The inner surface portion of the deformation cavity (121) protrudes towards the first inner core (11) to form the second limiting groove (123).

7. The bushing assembly as described in claim 4, characterized in that, The stepped surface of the first limiting shoulder (111) is a limiting inclined surface (112), which, together with the first limiting large inclined surface (133) corresponding to the first limiting protrusion (131), constitutes the axial, radial and circumferential limiting of the bushing assembly.

8. The bushing assembly as described in claim 1, characterized in that, The outer contour line formed by the radial section of the first inner core (11) is polygonal, and the first rubber body (12) wraps around the polygonal outer surface of the first inner core (11) to form a circumferential limit.

9. Motor mounting, characterized in that, Includes the bushing assembly as described in any one of claims 1-8.

10. A vehicle, characterized in that, Includes the bushing assembly as described in any one of claims 1-8.

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