Shock absorber bearing and method for calculating the lubrication cloth arc length thereof

Abstract

The application provides a shock absorber bearing, which comprises a bearing seat connected with a shock absorber strut, a swing groove is arranged on the bearing seat, a rolling seat capable of performing circumferential swing in the swing groove is slidably arranged in the swing groove, and one end of the rolling seat away from the bearing seat is fixed with a vehicle body. The application also provides a calculation method of lubricating fabric arc length to adapt to the swing range of the rolling seat. The application has the beneficial effects that: through the swing groove on the bearing seat and the circumferentially swingable rolling seat, when the vehicle bears lateral force, the rolling seat can perform aligning motion, effectively absorbs and disperses the lateral force, thereby reducing the abrasion and abnormal sound problems of the bearing parts, simplifies the overall structure, and improves the durability and reliability of the suspension system.

Description

Technical Field

[0001] This invention relates to a method for calculating the arc length of a shock absorber bearing and its lubricating fabric. Background Technology

[0002] MacPherson strut shock absorbers, a classic independent suspension system, are widely used in the front-wheel drive structures of modern automobiles, especially in compact sedans and urban SUVs. Their primary function is to absorb shocks from uneven road surfaces and, through the combination of springs and shock absorbers, to dampen the vertical movement of the wheels. They also connect to the steering knuckle to support steering operations. In this system, a thrust ball bearing is mounted at the connection between the upper end of the shock absorber and the vehicle body. Its core function is to bear the vehicle's weight and axial loads generated during driving, and to allow the shock absorber to rotate relative to the vehicle body during steering, thereby ensuring the flexibility and stability of the steering mechanism. During operation, when the vehicle turns or encounters bumps, the thrust ball bearing transmits axial force through its ball structure and reduces friction to maintain a smooth ride and responsive handling. This design is simple and efficient, but its load-bearing capacity may face challenges under complex operating conditions.

[0003] However, the thrust ball bearings used in existing MacPherson strut shock absorbers have significant drawbacks, primarily their inability to effectively withstand the lateral forces generated during large vehicle rotations. Since thrust ball bearings are mainly optimized for axial load transmission, lateral forces are applied to the bearings during sharp turns or high-speed lane changes, causing uneven stress on the balls and raceways. This can easily lead to premature wear, increased noise, and even jamming. This not only affects the durability and reliability of the suspension system but may also reduce the vehicle's safety and handling stability under extreme driving conditions, necessitating structural improvements to enhance the bearing's multi-directional load-bearing capacity. Summary of the Invention

[0004] In view of the shortcomings of the prior art, the present invention provides a shock absorber bearing that solves the problem of abnormal bearing noise caused by lateral force of shock absorber and simplifies the structure.

[0005] To achieve the above objectives, the technical solution of the present invention is as follows: a shock absorber bearing, comprising a bearing seat connected to a shock absorber support, wherein a swing groove is provided on the bearing seat, and a rolling seat that can swing circumferentially is slidably disposed in the swing groove, wherein one end of the rolling seat facing away from the bearing seat is fixed to the vehicle body.

[0006] The beneficial effects of this invention are as follows: Through the design of the swing groove on the bearing housing and the circumferentially swingable rolling seat, the rolling seat can perform self-aligning movement when the vehicle is subjected to lateral forces, effectively absorbing and dispersing the lateral forces, thereby reducing wear and abnormal noise problems of bearing components. Simultaneously, it simplifies the overall structure and improves the durability and reliability of the suspension system. As a preferred embodiment, the rolling seat can adopt a hemispherical head structure, which cooperates with the arc-shaped inner wall of the swing groove. Under the action of lateral forces, the rolling seat can slide along an arc-shaped trajectory, achieving automatic self-alignment and avoiding stress concentration. As another preferred embodiment, a low-friction polymer liner can be placed inside the swing groove. When the rolling seat contacts the liner, smooth sliding occurs, further reducing frictional resistance and ensuring smooth swinging without the need for a complex lubrication system. This design not only solves the problem of premature wear and jamming of existing thrust ball bearings caused by lateral forces during sharp turns or high-speed lane changes, but also enhances multi-directional load-bearing capacity through structural optimization, improving the safety and handling stability of the vehicle under extreme driving conditions.

[0007] Furthermore, the bearing housing includes an upper bearing housing and a lower bearing housing, the lower bearing housing is fixed to the shock absorber support, the swing groove is formed between the upper bearing housing and the lower bearing housing, and the inner surface of the swing groove that contacts the rolling seat is spherical.

[0008] By dividing the bearing housing into an upper and lower housing and forming a spherical oscillation groove between them, the smooth oscillation of the rolling bearing is facilitated, reducing friction and wear, thereby improving the bearing's response speed and lifespan. As a preferred approach, the upper and lower bearing housings can be manufactured as separate casting structures, with the inner spherical wall precision-ground to match the outer spherical contour of the rolling bearing, allowing the rolling bearing to slide freely along the spherical surface under lateral forces, achieving multi-angle self-alignment. Alternatively, an elastic buffer layer, such as polyurethane, can be embedded in the inner spherical wall to provide cushioning during oscillation, reducing noise and vibration caused by hard contact. This spherical design not only optimizes oscillation efficiency but also facilitates manufacturing and assembly through its separate structure, reducing production costs while enhancing the bearing's adaptability and reliability under varying loads.

[0009] Furthermore, the upper bearing seat and the lower bearing seat are respectively provided with contact steps, and the upper bearing seat and the lower bearing seat are fixed together by spot welding at the contact steps.

[0010] By using contact steps and spot welding for fixation, a firm connection between the upper and lower bearing housings is ensured, improving the overall structural strength and durability and preventing loosening or separation under load. As a preferred method, the contact steps can be designed as an interlocking concave-convex structure, with spot welds evenly distributed around the perimeter of the steps. Local fusion forms a high-strength connection, enhancing tensile and shear resistance. Another preferred method is to use automated spot welding equipment to weld at multiple key points on the steps, ensuring uniform weld depth and providing stable bonding force to withstand high-frequency oscillation conditions. This fixing method not only simplifies the assembly process but also reduces component fatigue caused by vibration through reliable connection, extending the bearing's service life.

[0011] Furthermore, a clearance fit is formed between the rolling seat and the inner side of the swing groove.

[0012] The clearance fit allows the rolling bearing to not only oscillate circumferentially but also axially within a certain angle, providing additional cushioning and preventing component damage and abnormal noise caused by hard impacts. As a preferred approach, the clearance can be uniformly distributed in a ring, with a microporous elastomer, such as a silicone ring, filling the space between the outer surface of the rolling bearing and the inner wall of the oscillation groove. During planar oscillation, the elastomer compresses and absorbs impact energy, achieving soft limiting. Another preferred approach is to design the rolling bearing as a multi-segment structure, with each segment connected by hinges. During oscillation within the clearance, segmented deformation occurs, further dispersing stress and preventing localized overload. This clearance fit not only improves the bearing's flexibility and impact resistance but also reduces noise and vibration during sharp turns or lane changes through a cushioning mechanism, extending the bearing's service life.

[0013] Furthermore, a rolling space is formed between the rolling seat and the bottom of the swing groove, allowing the rolling seat to swing circumferentially within the swing groove, and the rolling seat contacts the bottom of the swing groove to limit the rolling seat.

[0014] When the rolling seat contacts the bottom of the oscillating groove, it creates a lateral limit on the rolling seat, preventing it from continuously tilting upwards. The rolling space and limiting design ensure that the rolling seat oscillates within a preset range, preventing excessive movement that could cause parts to dislodge or be damaged, thus improving the stability and safety of the bearing. As a preferred method, a raised annular limiting ring can be provided at the bottom of the oscillating groove, with a corresponding groove at the bottom of the rolling seat. When the oscillation reaches its limit, the groove contacts the limiting ring, achieving mechanical stopping and preventing accidental displacement. Alternatively, the rolling space can be adjusted by installing elastic shims at the bottom of the groove. These shims provide reverse support when the rolling seat oscillates, ensuring a controllable and stable oscillation angle. This limiting mechanism not only optimizes the dynamic performance of the bearing but also provides reliable protection through a simple structure, reducing the risk of failure due to excessive oscillation under extreme driving conditions.

[0015] Furthermore, lubricating fabric is provided between the inner surfaces of the rolling seat and both ends of the swing groove, and the rolling seat rotates circumferentially between the lubricating fabrics on both sides.

[0016] By placing lubricating fabric at the contact points between the rolling seat and the inner side of the swing groove, a solid lubrication interface is constructed. This effectively replaces the direct metal-to-metal contact between the rolling seat and the inner side of the swing groove, significantly reducing the coefficient of friction during their relative circumferential rotation, decreasing metal-to-metal wear, and extending the service life of key components of the shock absorber bearing. Simultaneously, solid lubrication eliminates the need for frequent lubricant replenishment compared to liquid lubrication, reducing maintenance frequency and costs. Furthermore, it avoids pollution problems caused by liquid lubricant leakage during vehicle operation and maintains stable lubrication performance under complex conditions such as high and low temperatures and dust, preventing abnormal noises due to lubrication failure and ensuring the quiet and smooth operation of the shock absorber bearing. As a preferred method, PTFE can be used as the lubricating fabric. It is cut into a sheet-like structure that matches the curvature of the inner surfaces at both ends of the oscillating groove and then bonded to the inner surface of the oscillating groove with a high-temperature resistant epoxy adhesive. This ensures that the lubricating fabric is in close contact with the contact surface. When the rolling seat rotates, it can form a uniform lubricating film on the contact surface, further reducing frictional resistance. As another preferred method, carbon fiber reinforced polyimide-based lubricating fabric is used. After cutting, multiple micro-positioning holes are opened at its edges. These holes are fixed by cooperating with the micro-positioning protrusions pre-set on the inner surface of the oscillating groove, preventing the lubricating fabric from shifting during the long-term rotation of the rolling seat and ensuring the continuity of the lubrication effect.

[0017] Furthermore, the upper bearing seat and the lower bearing seat have a first plane and a second plane that are both horizontally arranged on both sides of the swing groove, and a swing space is formed between the first plane and the second plane for the rolling seat to swing circumferentially.

[0018] The horizontally positioned first and second planes provide clear and stable motion boundaries for the circumferential oscillation of the rolling seat. The resulting oscillation space precisely matches the oscillation trajectory of the rolling seat, preventing lateral offset or jamming during oscillation and ensuring that the rolling seat rotates smoothly along the preset direction, thereby guaranteeing the overall stability of the shock absorber bearing. Simultaneously, the planar structure is easier to machine, facilitating high-precision flatness and parallelism through machining, reducing the manufacturing difficulty of the upper and lower bearing seats. Furthermore, the planar structure facilitates positioning and alignment during assembly, improving the assembly efficiency of the shock absorber bearing. In addition, the first and second planes also provide a certain axial restraint for the rolling seat, preventing axial movement and further enhancing the structural stability of the shock absorber bearing. As a preferred approach, an arc-shaped guide edge can be machined at the edge of the first plane near the swing space. The arc of the guide edge is consistent with the arc of the swing trajectory of the rolling seat. When the rolling seat swings to near the edge of the plane, the guide edge can finely adjust the movement direction of the rolling seat to avoid rigid collision between the rolling seat and the edge of the plane. As another preferred approach, multiple micro heat dissipation holes are evenly opened on the second plane. The heat dissipation holes penetrate the second plane. The frictional heat generated during the swing of the rolling seat can be quickly dissipated to the outside through the heat dissipation holes, preventing heat from accumulating in the swing space and causing a decrease in the performance of the lubricating fabric, thus extending the effective working time of the lubricating fabric.

[0019] Furthermore, a limiting abutment inclined surface is provided on the radially outer side of the center of the bearing upper seat corresponding to the rolling seat, and a limiting abutment arc surface is provided on the radially outer side of the center of the swing groove corresponding to the limiting abutment inclined surface. The limiting abutment inclined surface and the limiting abutment arc surface contact each other to form a limit in the circumferential rotation direction of the rolling seat.

[0020] The contact between the inclined and curved surfaces precisely limits the circumferential rotation angle of the rolling seat, preventing excessive oscillation beyond the design range that could damage the internal structure of the shock absorber bearing or interfere with surrounding components, thus ensuring the safe operation of the shock absorber bearing. Simultaneously, the curved surface contact between the limiting abutment and the curved surface provides a larger contact area compared to a flat surface, evenly distributing the impact force when the rolling seat swings to its limit across the contact area. This prevents excessive local pressure from damaging the rolling seat or bearing housing, extending component lifespan. Furthermore, the curved surface structure allows the contact force to gradually increase as the rolling seat approaches the limiting position, achieving a buffering effect, preventing abnormal noises from rigid collisions, and improving vehicle comfort during driving. As a preferred method, a fine mesh structure is machined on the limiting abutment inclined surface. The mesh can store a small amount of lubricating material. When the inclined surface contacts the arc surface, the stored lubricating material can form an auxiliary lubrication layer on the contact surface, reducing friction and wear when the two are in relative contact. As another preferred method, a layer of polyetheretherketone (PEEK) wear-resistant coating is sprayed onto the surface of the limiting abutment arc surface. PEEK material has excellent wear resistance and impact resistance, which can further enhance the damage resistance of the arc surface, while reducing the coefficient of friction when the inclined surface contacts the arc surface, ensuring the smooth realization of the limiting function.

[0021] This invention also provides a method for calculating the arc length of a lubricating fabric, which is implemented according to the following steps:

[0022] S1, the center of motion of the rolling seat circumferential oscillation is determined by the axial centerline of the axial mounting diameter D of the shock absorber bearing and the radial mounting height C;

[0023] S2, the initial angle θ of the two lubricating fabric arc lengths is determined by the radial installation height C and the rotation radius R0 between the outer side of the rolling seat near the axial outer side of the swing groove and the center of the moving ball. min ;

[0024] S3, determine the end angle θ of the two lubricating fabric arc lengths based on the swing range of the rolling seat. max ;

[0025] S4. Determine the arc length of the lubricating fabric located on the inner and outer sides of the rolling seat according to the rotation radius R0 between the outer side of the rolling seat near the axial outer side of the swing groove and the center of the moving ball and the rotation radius R1 between the inner side of the rolling seat near the axial inner side of the swing groove and the center of the moving ball.

[0026] This calculation method, based on the core structural parameters of the shock absorber bearing, can accurately determine the required arc length of the lubricating fabric. This avoids insufficient lubrication in certain areas during the rolling seat's oscillation due to an excessively short arc length, or material waste and assembly interference due to an excessively long arc length. It ensures the compatibility of the lubricating fabric with the rolling seat and oscillation groove, maximizing its lubrication effect. Furthermore, the calculation method based on structural parameters guarantees the coordination between the arc length design and the overall bearing structure, preventing improper lubricating fabric dimensions from affecting the overall performance of the shock absorber bearing and providing reliable assurance for subsequent assembly and use. As a preferred method, when determining the initial angle θmin in step S2, the assembly clearance parameters of the rolling seat and oscillation groove are used for correction. The assembly clearance value is incorporated into the calculation of the rotation radius, making the determination of the initial angle more closely match the actual assembly state and further improving the accuracy of the arc length calculation. As another preferred method, when calculating the arc length in step S4, the compression deformation coefficient of the lubricating fabric is introduced. The calculated arc length is fine-tuned based on the compression characteristics of the lubricating fabric material, ensuring that the lubricating fabric can still completely cover the required lubrication area after actual assembly and compression, avoiding lubrication failure due to deformation. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the structure of an embodiment of the present invention;

[0028] Figure 2 This is a cross-sectional view of an embodiment of the present invention (in which the rolling seat oscillates circumferentially in the plane containing the X-axis and Z-axis).

[0029] Figure 3 This is a detailed view of the fit between the rolling seat and the swing groove in an embodiment of the present invention;

[0030] Figure 4 This is a dimensioning diagram for calculating the arc length of a lubricating fabric in an embodiment of the present invention. Detailed Implementation

[0031] An embodiment of the present invention provides a shock absorber bearing, such as Figure 1-4 As shown: The bearing mainly includes a bearing housing 1, which is used to connect with the shock absorber strut. The shock absorber strut is a common component in the prior art, used to transmit forces from the vehicle suspension system. A swing groove 13 is provided on the bearing housing 1, and a rolling seat 2 is slidably installed within the swing groove 13. The rolling seat 2 can swing circumferentially within the swing groove 13. The end of the rolling seat 2 away from the bearing housing 1 is fixedly connected to the vehicle body (the vehicle structure). Through this design, the rolling seat 2 can swing within a certain range to absorb lateral forces.

[0032] The bearing housing 1 consists of an upper bearing housing 11 and a lower bearing housing 12. The lower bearing housing 12 is fixedly connected to the shock absorber support. A swing groove 13 is formed between the upper bearing housing 11 and the lower bearing housing 12 and is used to house the rolling seat 2. A clearance fit is formed between the rolling seat 2 and the inner surface 131 of the swing groove 13. A lubricating fabric 132 is placed in this clearance. The rolling seat 2 swings circumferentially within the swing groove 13 by contacting the lubricating fabric 132. The inner surface 131 of the swing groove 13 and the inner surface of the lubricating fabric 132 that contact the rolling seat 2 are both designed with a spherical shape. The two spherical inner surfaces help the rolling seat 2 adjust its position more smoothly during swinging, reducing friction and abnormal noise. This allows the rolling seat 2 to not only swing circumferentially but also swing axially at a certain angle. During the swinging process, the rolling seat 2 will not directly and hard collide with the swing groove 13, but will buffer the force through the clearance and the lubricating fabric 132, thereby protecting the bearing structure.

[0033] The upper bearing seat 11 and the lower bearing seat 12 have a first plane 111 and a second plane 121 that are both horizontally arranged on both sides of the swing groove 13, and a swing space for the rolling seat 2 to swing circumferentially is formed between the first plane 111 and the second plane 121.

[0034] A limiting abutment slope 21 is provided radially outward at the center of the upper bearing seat 11 corresponding to the center of the upper bearing seat 2. A limiting abutment arc surface 112 is provided radially outward at the center of the upper bearing seat 11 corresponding to the limiting abutment slope 21. The limiting abutment arc surface 112 is located at the edge of the first plane 111 near the side of the swing groove 13. The limiting abutment slope 21 and the limiting abutment arc surface 112 are in contact to form a limiting position in the circumferential rotation direction of the rolling seat 2.

[0035] A rolling space is formed between the bottom of the rolling seat 2 and the swing groove 13, allowing the rolling seat 2 to swing circumferentially within the swing groove 13. The rolling seat 2 contacts the bottom of the swing groove 13 to achieve a limiting function, preventing the rolling seat 2 from swinging excessively and deviating from its normal position. The swing angle of the rolling seat 2 is set to ±4 degrees relative to the horizontal plane. This angle range ensures sufficient self-aligning capability when subjected to lateral forces. The upper bearing seat 11 and the lower bearing seat 12 are provided with contact steps 14 at corresponding positions. The upper bearing seat 11 and the lower bearing seat 12 are fixed together at the contact steps 14 by spot welding. Spot welding is a common welding process used to ensure the strength and stability of the joint.

[0036] The working principle of this shock absorber bearing is as follows: When the shock absorber is subjected to lateral force during vehicle operation, the rolling seat 2 swings circumferentially and axially within the swing groove 13. The spherical inner surface 131 and clearance fit achieve self-aligning, absorbing and dispersing the lateral force, thereby reducing bearing noise and wear. During assembly, first fix the lower bearing seat 12 to the shock absorber support, then place the rolling seat 2 into the swing groove 13, ensuring that the rolling seat 2 contacts the bottom of the swing groove 13. Finally, fix the upper bearing seat 11 and the lower bearing seat 12 at the contact step 14 by spot welding, and connect the rolling seat 2 to the vehicle body to complete the overall installation.

[0037] The calculation method for the arc length of the lubricating fabric in this embodiment of the invention is implemented according to the following steps:

[0038] S1, the center of motion of the rolling seat circumferential oscillation is determined by the axial centerline of the axial mounting diameter D of the shock absorber bearing and the radial mounting height C;

[0039] The axial mounting diameter D and radial mounting height C of the shock absorber bearing are parameters reserved in the shock absorber housing, and their values ​​can be determined. After the longitudinal section of the shock absorber bearing is completed, the Y-axis of its moving ball center is the axial center line of the axial mounting diameter D of the shock absorber bearing, and the X-axis of the moving ball center is the horizontal line at the first plane along the axial direction minus the radial mounting height C. This is used to determine the moving ball center of the rolling seat circumferentially swinging.

[0040] S2, the initial angle θ of the two lubricating fabric arc lengths is determined by the radial installation height C and the rotation radius R0 between the outer side of the rolling seat near the axial outer side of the swing groove and the center of the moving ball. min ;

[0041] The calculation formula is θ min =arcsin(C / R0)

[0042] The rotation radius R0 between the outer side of the rolling seat near the axial outer side of the swing groove and the center of the moving ball was confirmed by software simulation test.

[0043] S3, determine the end angle θ of the two lubricating fabric arc lengths based on the swing range of the rolling seat. max ;

[0044] The swing range θ of the rolling seat is determined based on the actual working conditions of the shock absorber and is a fixed value.

[0045] S4. Determine the arc length of the lubricating fabric located on the inner and outer sides of the rolling seat according to the rotation radius R0 between the outer side of the rolling seat near the axial outer side of the swing groove and the center of the moving ball and the rotation radius R1 between the inner side of the rolling seat near the axial inner side of the swing groove and the center of the moving ball.

[0046] The formula for calculating the arc length of the lubricating fabric near the axial inner side of the swing groove is as follows:

[0047] S=(θ×R1) / (180 / π)

[0048] The formula for calculating the arc length of the lubricating fabric near the axial outer side of the swing groove is as follows:

[0049] S=(θ×R0) / (180 / π)

[0050] The above embodiments are merely one preferred embodiment of the present invention. Ordinary variations and substitutions made by those skilled in the art within the scope of the technical solution of the present invention are all included within the protection scope of the present invention.

Claims

1. A shock absorber bearing, comprising a bearing housing connected to a shock absorber support, characterized in that: The bearing housing is provided with a swing groove, and a rolling seat that can swing circumferentially is slidably disposed in the swing groove. The end of the rolling seat facing away from the bearing housing is fixed to the vehicle body. The bearing housing includes an upper bearing seat and a lower bearing seat. The lower bearing seat is fixed to the shock absorber support. The swing groove is formed between the upper bearing seat and the lower bearing seat. The inner side of the swing groove and the outer side of the rolling seat that are in contact with it are both spherical.

2. The shock absorber bearing according to claim 1, characterized in that: The upper bearing seat and the lower bearing seat are respectively provided with contact steps, and the upper bearing seat and the lower bearing seat are fixed together by spot welding at the contact steps.

3. The shock absorber bearing according to claim 1, characterized in that: The rolling seat and the inner side of the swing groove form a clearance fit.

4. The shock absorber bearing according to claim 3, characterized in that: Lubricating fabric is provided between the inner sides of the rolling seat and both ends of the swing groove, and the rolling seat rotates circumferentially between the lubricating fabric on both sides.

5. The shock absorber bearing according to claim 4, characterized in that: The upper bearing seat and the lower bearing seat have a first plane and a second plane that are both horizontally arranged on both sides of the swing groove, and a swing space is formed between the first plane and the second plane for the rolling seat to swing circumferentially.

6. The shock absorber bearing according to claim 5, characterized in that: The rolling seat is provided with a limiting abutment inclined surface on the radially outer side of the center of the bearing upper seat, and the bearing upper seat is provided with a limiting abutment arc surface on the radially outer side of the center of the swing groove. The limiting abutment inclined surface and the limiting abutment arc surface contact each other to form a limit in the circumferential rotation direction of the rolling seat.

7. A method for calculating the arc length of the lubricating fabric for a shock absorber bearing according to any one of claims 3-6, comprising the following steps: S1, determining the center of the moving ball of the rolling seat in circumferential swing by the axial centerline of the axial mounting diameter D of the shock absorber bearing and the radial mounting height C; S2, determining the starting angle θmin of the two lubricating fabric arc lengths by the radial mounting height C and the radius of rotation R0 between the outer side of the rolling seat near the axial outer side of the swing groove and the center of the moving ball; S3, determining the ending angle θmax of the two lubricating fabric arc lengths according to the swing range of the rolling seat; S4, determining the arc lengths of the lubricating fabrics located on the inner and outer sides of the rolling seat according to the radius of rotation R0 between the outer side of the rolling seat near the axial outer side of the swing groove and the center of the moving ball and the radius of rotation R1 between the inner side of the rolling seat near the axial inner side of the swing groove and the center of the moving ball.

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