Automobile damping framework with self-reducing opening

Abstract

The invention provides an opening self-reducing automobile damping framework, and relates to the technical field of automobile suspensions, the opening self-reducing automobile damping framework comprises an inner pipe, at least one reducing opening is formed in the pipe wall of the inner pipe in the axial direction in a penetrating mode, and the reducing opening is configured in the mode that when the inner pipe is pressed to be installed in an installation hole and closed, radial shrinkage is formed; and the outer rubber layer is adhered to the periphery of the inner pipe. A dynamic and self-adaptive multi-stage composite locking structure is constructed, the long-term anti-loosening problem is fundamentally solved, the multi-stage composite locking structure converts single assembly press-in force into two-stage ordered mechanical response, the inner pipe shrinks to drive the groove wall of the gap groove to form herringbone-like expansion, and therefore the anti-loosening effect is achieved. An active pinching effect is generated by utilizing the rebound trend of the inner pipe, instant anti-torsion and anti-movement capacities are provided, and the expansion extrudes the adjacent rubber elastomer units at the same time to force the rectangular cavities in the rubber elastomer units to generate radial outward expansion deformation, so that large-area, uniform and continuous abutting pressure is formed.

Description

Technical Field

[0001] This invention relates to the field of automotive suspension technology, and more particularly to an open-type self-reducing diameter automotive shock absorber frame. Background Technology

[0002] An open-ended self-shrinking diameter automotive shock absorber frame is essentially a bushing used in automotive suspension systems. Its core is a metal inner tube with an axial opening that automatically closes and shrinks in diameter when pressed into the mounting hole. In the field of automotive suspension, metal rubber bushings are key shock-absorbing and connecting components.

[0003] The existing bushings rely entirely on a single radial interference force generated by the uniform elastic compression of the rubber layer to maintain tightness. Under the long-term exposure of vehicles to complex and varied road impacts and vibration loads, the rubber material is prone to stress relaxation and creep, resulting in a continuous decrease in the fastening force, which in turn causes loose parts, abnormal noises, and even affects handling stability and safety. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides an open-type self-reducing diameter automotive shock absorber frame, which solves the technical problems mentioned in the background section.

[0005] To solve the above-mentioned technical problems, the present invention provides the following technical solution: an open-type self-reducing diameter automotive shock absorber frame, comprising:

[0006] An inner tube has at least one diameter reduction opening extending through its axial wall, the diameter reduction opening being configured to form a radial contraction when the inner tube is pressurized and inserted into the mounting hole and closed.

[0007] The outer rubber layer is bonded to the outer periphery of the inner tube;

[0008] The outer circumferential surface of the outer rubber layer is provided with multiple slots along the axial direction. The slots are configured such that when the inner tube contracts radially, the slot wall forms a herringbone-shaped expansion deformation toward the inner wall of the mounting hole.

[0009] The outer rubber layer has independent rubber elastomer units formed between adjacent slots, and each rubber elastomer unit has a closed rectangular cavity inside.

[0010] The rectangular cavity is configured such that when the adjacent herringbone-shaped expansion deformation occurs, it is squeezed by the circumferentially arranged groove walls to form an expansion deformation relative to the radial outward of the inner tube, and the two work together to form a multi-level composite locking structure.

[0011] Preferably, the thickness of the groove wall arranged circumferentially opposite to each of the rectangular cavities is at least twice the thickness of the radial outer groove wall, forming a structural strength gradient from the circumferential direction to the radial direction.

[0012] Preferably, the cross-sectional shape of the slot is constructed as a closed acute-angle "V" shape or a narrow slit shape in the free state, so as to form a stable herringbone-shaped geometric configuration when expanding.

[0013] Preferably, the radial outer groove wall of each of the rectangular cavities has a non-uniform modulus gradient distribution along the circumferential direction. The modulus gradient distribution is configured such that when the radial outer groove wall undergoes radial outward expansion deformation, its outer surface forms a macroscopic morphology with circumferentially arranged and corrugated undulations to achieve multi-peak contact with the inner wall of the mounting hole.

[0014] Preferably, each of the rectangular cavities has a number of solid rubber spheres pre-embedded inside the radial outer groove wall, which are spaced apart along its circumference. When the radial outer groove wall expands and deforms radially outward, the solid rubber spheres form wave crests to constitute the macroscopic morphology.

[0015] Preferably, the static stiffness of each of the solid rubber spheres is greater than the static stiffness of the radial outer groove wall matrix material.

[0016] Preferably, the rectangular cavity is filled with an incompressible fluid medium or a highly elastic solid gel medium.

[0017] By employing the above technical solution, the present invention provides an open self-reducing diameter automotive shock absorber frame, which has at least the following beneficial effects:

[0018] This invention constructs a dynamic, adaptive multi-level composite locking structure, fundamentally solving the long-term problem of loosening. This multi-level composite locking structure transforms a single assembly pressing force into a two-stage ordered mechanical response. The inner tube contracts, driving the groove wall to form a herringbone-shaped expansion. The rebound tendency of the inner tube generates an active pinching effect, providing immediate anti-torsion and anti-slip capability. This expansion simultaneously compresses adjacent rubber elastomer units, forcing their internal rectangular cavities to undergo radial outward expansion deformation, forming a large-area, uniform, and continuous abutment pressure. These two locking stages are synergistic and complementary in time and space, and form a positive feedback self-reinforcing mechanism under dynamic loads that enhances the abutment pressure through slippage. This achieves a durable fastening force and extremely high dynamic reliability that traditional single interference fit bushings cannot reach. Attached Figure Description

[0019] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0020] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0021] Figure 2 For the present invention Figure 1Schematic diagram of the three-dimensional structure in the opening and narrowing state;

[0022] Figure 3 For the present invention Figure 1 Cross-sectional plan view of the structural structure;

[0023] Figure 4 For the present invention Figure 2 Cross-sectional plan view of the structural structure;

[0024] Figure 5 This is a schematic cross-sectional planar view of the solid rubber sphere region of the present invention;

[0025] Figure 6 This is a cross-sectional three-dimensional structural diagram of the rubber elastomer unit of the present invention.

[0026] In the diagram: 1. Inner tube; 2. Outer rubber layer; 21. Gap groove; 22. Rubber elastomer unit; 221. Rectangular cavity; 222. Solid rubber sphere. Detailed Implementation

[0027] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0028] Please refer to Figures 1-6 This embodiment proposes an open-type self-reducing diameter automotive shock absorber frame, comprising:

[0029] The inner tube 1 has at least one diameter reduction opening that extends through its axial wall. The diameter reduction opening is configured to form a radial contraction when the inner tube 1 is pressed into the mounting hole and closed.

[0030] The outer rubber layer 2 is bonded to the outer periphery of the inner tube 1, together forming a bushing;

[0031] Among them, the outer circumferential surface of the outer rubber layer 2 is provided with multiple slots 21 along the axial direction. The slots 21 are configured such that when the inner tube 1 contracts radially, the slot wall forms a herringbone-shaped expansion deformation toward the inner wall of the mounting hole.

[0032] The outer rubber layer 2 has independent rubber elastomer units 22 formed between adjacent slots 21, and each rubber elastomer unit 22 has a closed rectangular cavity 221 inside.

[0033] The rectangular cavity 221 is filled with an incompressible fluid medium or a highly elastic solid gel medium;

[0034] The rectangular cavity 221 is configured such that when adjacent herringbone-shaped expansion deformation occurs, it is squeezed by the circumferentially arranged groove walls to form radial outward expansion deformation relative to the inner tube 1, and the two work together to form a multi-level composite locking structure.

[0035] Specifically, when the inner tube 1 is pressed into the target mounting hole under the action of external force, the constriction opening on its tube wall is forced to close, causing the inner tube 1 to undergo radial elastic contraction. The radial contraction of the inner tube 1 is synchronously transmitted to the outer rubber layer 2 through bonding. Since the outer circumferential surface of the outer rubber layer 2 has multiple pre-set slots 21, its structural strength is deliberately weakened at this point. Furthermore, since the cross-sectional shape of the slots 21 is constructed as a closed acute-angle "V" shape or narrow slit shape in the free state, so as to form a stable imitation "V" shaped geometric configuration when expanding, the groove wall of the slots 21 becomes the most easily deformable part when subjected to the contraction force from the inner tube 1, and is forced to produce an imitation "V" shaped expansion deformation towards the inner wall of the mounting hole. At this point, the enormous counter-tension stored in the inner tube 1 due to elastic deformation begins to take effect. This counter-tension constantly attempts to restore the inner tube 1 to its original shape. Its effect is transmitted through the outer rubber layer 2 to the expanded herringbone-shaped groove wall, manifesting as a strong tendency for the two inclined sidewalls to close in opposite directions. The rigid inner wall of the mounting hole blocks this closing tendency, thus transforming the tendency into extremely high normal compressive stress of the groove wall on the hole wall and the resulting static friction force, constituting the first stage of locking, namely an active, discrete mechanical pinching effect, just like two fingers pinching something. This design has better anti-torsion and anti-loosening capabilities than the traditional uniform interference fit, and the effect takes effect immediately upon completion of the press-fit, providing immediate anti-torsion and anti-axial movement capabilities.

[0036] In the above scheme, the expansion of the herringbone-shaped groove wall directly causes adjacent groove walls to move towards each other, exerting significant circumferential compression on the rubber elastomer unit 22 located between them. This compression force acts on the sealed rectangular cavity 221 inside the unit. Since the rectangular cavity 221 is filled with an incompressible fluid or highly elastic gel medium, according to Pascal's principle, the circumferential compression force is uniformly transmitted by the medium to all inner walls of the rectangular cavity 221. The radially outer wall of the rectangular cavity 221, due to its thinnest structure and lowest stiffness, becomes the path for pressure release. Thus, the medium pressure drives the thin outer wall to produce a controllable, radially outward bulging deformation, thereby tightly abutting against the inner wall of the mounting hole, forming a second-stage locking, namely continuous and uniform hydraulic compensation pressure.

[0037] The aforementioned two-stage locking effect constitutes a multi-stage composite locking structure. Spatially, the pinching effect provides discrete, high-gradient shear-resistant locking points, specifically designed to resist rotational and axial forces, while the abutment effect provides continuous, uniform surface pressure, specifically designed to bear radial loads and compensate for deformation; the two are spatially complementary. Mechanically, when an external load (such as torsional vibration) attempts to cause slight slippage of the bushing, the shear force on the first-stage pinching point further intensifies the circumferential compression of the rubber elastomer unit 22. This causes a momentary increase in the medium pressure within the rectangular cavity 221, thereby simultaneously enhancing the second-stage abutment force, more firmly gripping the mounting hole, and effectively suppressing the slippage tendency. This closed-loop feedback of increased load – intensified compression – enhanced abutment force – improved anti-slip capability gives the locking structure unique self-reinforcing characteristics under dynamic operating conditions.

[0038] The wall thickness of each rectangular cavity 221 arranged circumferentially is at least twice the thickness of the outer radial wall, forming a structural strength gradient from the circumferential direction to the outer radial direction.

[0039] Furthermore, such as Figure 3 and Figure 4 As shown, when the circumferential extrusion force from the herringbone-shaped groove wall is applied, almost all of the deformation energy is guided to the only path that allows deformation, causing the radial outer groove wall to bulge outward. This ensures that the expansion deformation occurs radially outward strictly according to the design intent, achieving 100% controllability of the deformation and laying the foundation for stable performance output.

[0040] Simultaneously, it forms a positive mechanical coupling with the primary pinching effect, and the degree of expansion of the herringbone-shaped groove wall, i.e., the magnitude of the extrusion force, directly determines the expansion amount of the radial outer groove wall. Conversely, the radial outer groove wall expands outward, generating enormous pressure on the mounting hole, providing base support for the herringbone-shaped groove wall, and preventing it from being pushed inward under reverse loads. When the bushing is rotated externally, the primary pinching point is subjected to shear force, which further intensifies the circumferential compression of the rectangular cavity 221. Through this gradient design, the increased extrusion force is instantaneously and efficiently amplified and converted into a larger radial abutment force, thereby more firmly locking the bushing. This forms a dynamic self-reinforcing closed loop of slippage tendency - enhanced compression - increased abutment force - inhibited slippage.

[0041] The radial outer groove wall of each rectangular cavity 221 has a non-uniform modulus gradient distribution along the circumferential direction. The modulus gradient distribution is configured such that when the radial outer groove wall undergoes radial outward expansion deformation, its outer surface forms a macroscopic morphology with circumferential arrangement and corrugated undulations, so as to achieve multi-peak contact with the inner wall of the mounting hole.

[0042] Furthermore, during the manufacturing stage, material composite processes can be used to give the radial outer groove wall differentiated elastic moduli at different circumferential locations. This results in a non-uniform material stiffness, intentionally designed as a periodically fluctuating modulus gradient distribution along the circumference, with high-modulus and low-modulus regions alternating (not shown in the figure). When the bushing is assembled under pressure, the radial outer groove wall undergoes overall radial outward expansion deformation driven by the internal medium, triggering the preset modulus gradient program. Under the same internal pressure, the low-modulus region is softer, with lower deformation resistance, resulting in greater radial displacement; the high-modulus region is stiffer, with higher deformation resistance, resulting in smaller radial displacement. This non-uniform deformation response, determined by the material's inherent properties, is the fundamental reason for the formation of specific macroscopic morphologies.

[0043] The direct result of the aforementioned differential deformation is that the outer surface of the expanded radial outer groove wall cannot remain a smooth cylindrical surface. Instead, it spontaneously and controllably forms a series of circumferentially arranged, wavy macroscopic morphologies. Among them, the low-modulus region forms wave peaks, and the high-modulus region forms wave troughs. Thus, an interface that achieves multi-peak contact with the inner wall of the mounting hole is constructed.

[0044] The contact force of the aforementioned multi-peak contact is highly concentrated at each peak, generating extremely high local contact pressure. This allows the rubber at the peaks to embed more deeply into the micro-texture of the mounting hole surface, forming a strong micro-mechanical interlock, which greatly improves static anti-slip and anti-fretting capabilities. When the bushing is subjected to torsional torque, these circumferentially distributed peaks act like a series of discrete anti-slip ribs, generating multi-point, high-gradient mechanical interference and frictional resistance to relative sliding. Its torsional resistance far exceeds that of a smooth, continuous contact surface.

[0045] Furthermore, this multi-peak morphology, along with the first-level herringbone-shaped gripping points, can be spatially staggered to form a multi-layered, fully-covering locking network. Simultaneously, the discreteness of the peaks makes it more adaptable to dimensional tolerances or shape deviations of the mounting holes, ensuring sufficient peaks maintain effective contact even in the presence of microscopic inhomogeneities.

[0046] Each rectangular cavity 221 has several solid rubber spheres 222 embedded in its radially outer groove wall at intervals along its circumference. When the radially outer groove wall expands and deforms radially outward, the solid rubber spheres 222 form wave crests, constituting the macroscopic morphology. The static stiffness of each solid rubber sphere 222 is greater than the static stiffness of the matrix material of the radially outer groove wall.

[0047] As another embodiment of the present invention, such as Figure 5 and Figure 6As shown, during the manufacturing stage, a number of solid rubber spheres 222 are pre-embedded at precise intervals along the circumference inside the radial outer groove wall of the rectangular cavity 221. The static stiffness of each solid rubber sphere 222 is set to be greater than the static stiffness of the outer groove wall matrix rubber. This design decision pre-establishes a clear, discrete stiffness distribution pattern within the material. The spatial position, number, and spacing of the spheres are permanently fixed during vulcanization molding, thereby pre-defining the coordinates of the peak appearance in the structure.

[0048] When the bushing is assembled under pressure, the internal medium drives the radial outer groove wall to expand radially as a whole. The solid rubber sphere 222 and the matrix deform together due to their stiffness difference. The high-stiffness solid rubber sphere 222 is difficult to compress and mainly undergoes rigid displacement, like a miniature punch trying to push out radially. The flexible matrix wraps around the solid rubber sphere 222 and undergoes large deformation under internal pressure. Its flow is constrained and guided by the sphere. This coupling effect causes the deformation energy to be not released uniformly, but collected and concentrated by the sphere.

[0049] Under the aforementioned mechanical coupling, the outer surface of the radial outer groove wall naturally forms a regular morphology after expansion. Directly above each pre-embedded solid rubber sphere 222, due to the rigid ejection effect of the solid rubber sphere 222, local convex peaks are formed on the outer surface. In the region between the solid rubber spheres 222, the flexible matrix expands freely, forming relatively concave troughs. Thus, a periodic, wavy macroscopic morphology determined by the position of the solid rubber spheres 222 is reliably and repeatedly constructed.

[0050] This pre-designed morphology produces a contact mechanics effect: the crests of the solid rubber sphere 222 concentrate the total expansion force on a tiny top contact area, generating extremely high local pressure. This allows the rubber at the crests to strongly embed into the microscopic defects on the surface of the mounting hole, forming a mechanical interlock that is stronger than continuous surface contact. The circumferentially spaced crests of the solid rubber sphere 222 form a ring of discrete, high-hardness anti-slip teeth on the interface. When subjected to torsional forces, these anti-slip teeth directly interfere with relative sliding, requiring the overcoming of the shear forces of the matrix material surrounding the solid rubber sphere 222 to occur, thus providing directional torsional resistance far exceeding that of smooth contact, similar to gear transmission. Once formed, this morphology is extremely stable and unaffected by creep. Simultaneously, the division of labor between the solid rubber sphere 222 bearing contact stress and the flexible matrix absorbing vibration energy optimizes stress distribution and improves long-term fatigue life.

[0051] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An open-type self-reducing diameter automotive shock absorber frame, characterized in that, include: The inner tube (1) has at least one reduced diameter opening through its axial wall, and the reduced diameter opening is configured to form a radial contraction when the inner tube (1) is pressed into the mounting hole and closed. The outer rubber layer (2) is bonded to the outer periphery of the inner tube (1); Among them, the outer circumferential surface of the outer rubber layer (2) is provided with a plurality of slots (21) along the axial direction. The slots (21) are configured such that when the inner tube (1) contracts radially, the groove wall forms a herringbone-shaped expansion deformation toward the inner wall of the mounting hole. The outer rubber layer (2) has independent rubber elastomer units (22) formed between adjacent slots (21), and each rubber elastomer unit (22) has a closed rectangular cavity (221) inside. The rectangular cavity (221) is configured such that when the adjacent herringbone-shaped expansion deformation occurs, it is squeezed by the circumferentially arranged groove walls to form an expansion deformation that is radially outward relative to the inner tube (1), and the two work together to form a multi-level composite locking structure.

2. The open-type self-reducing diameter automotive shock absorber frame according to claim 1, characterized in that, The wall thickness of each of the rectangular cavities (221) arranged circumferentially is at least twice the thickness of the outer radial wall, forming a structural strength gradient from the circumferential direction to the outer radial direction.

3. The open-type self-reducing diameter automotive shock absorber frame according to claim 2, characterized in that, The cross-sectional shape of the slot (21) is constructed as a closed acute-angle "V" shape or narrow slit shape in the free state, so as to form a stable imitation "human" shaped geometric configuration when expanding.

4. The open-type self-reducing diameter automotive shock absorber frame according to claim 2, characterized in that, The radial outer groove wall of each of the rectangular cavities (221) has a non-uniform modulus gradient distribution along the circumferential direction. The modulus gradient distribution is configured such that when the radial outer groove wall undergoes radial outward expansion deformation, its outer surface forms a macroscopic morphology with circumferential arrangement and corrugated undulations to achieve multi-peak contact with the inner wall of the mounting hole.

5. The open-type self-reducing diameter automotive shock absorber frame according to claim 4, characterized in that, Each of the rectangular cavities (221) has a number of solid rubber spheres (222) pre-embedded in the radial outer groove wall, which are spaced apart along its circumference. When the radial outer groove wall expands and deforms radially outward, the solid rubber spheres (222) form wave crests to constitute a macroscopic morphology.

6. The open-type self-reducing diameter automotive shock absorber frame according to claim 5, characterized in that, The static stiffness of each of the solid rubber spheres (222) is greater than the static stiffness of the radial outer groove wall matrix material.

7. The open-type self-reducing diameter automotive shock absorber frame according to claim 1, characterized in that, The rectangular cavity (221) is filled with an incompressible fluid medium or a highly elastic solid gel medium.

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