A connecting rod bushing connection structure for vehicles

Abstract

This invention discloses a connecting rod bushing connection structure for vehicles, comprising: a connecting rod body, a connecting rod sleeve, and an adjustment bushing. The connecting rod body is fixedly connected to the connecting rod sleeve, and the adjustment bushing is detachably fitted onto the connecting sleeve. A sliding locking structure is provided between the adjustment bushing and the connecting rod sleeve. By introducing the sliding locking structure, this invention achieves a clearance fit connection between the adjustment bushing and the connecting rod sleeve, completely changing the traditional one-time connection method of interference fit. During adjustment, adjustment bushings of different specifications can be quickly replaced according to stiffness requirements without disassembling the connecting rod body, significantly reducing the number of connecting rod assemblies required and lowering adjustment costs and parts preparation time.

Description

Technical Field

[0001] This invention patent relates to the field of automotive component design, and in particular to a connection method between a connecting rod and a replaceable adjustment bushing. Background Technology

[0002] Automotive suspension links are widely used in front MacPherson strut systems, front multi-link systems, and rear multi-link systems. Their core function is to connect the steering knuckle to the subframe or the steering knuckle to the body, enabling the suspension system to guide and transmit forces. During vehicle operation, the bushings on the links must withstand radial forces along the direction of the links, rotation around the axis caused by tire vertical movement, and fore-and-aft yaw caused by the link arrangement. As a key component of the suspension system, the performance of the bushings directly affects the vehicle's handling stability and driving safety.

[0003] In the automotive project development phase, the stiffness parameters of the bushings have a significant impact on the overall vehicle handling and stability performance, requiring on-vehicle testing to determine the optimal stiffness of each bushing. A typical car is equipped with more than a dozen connecting rod bushings, each with multiple stiffness gradients. Currently, rear suspension bushings and connecting rods generally use an interference fit connection, making the bushings non-removable and replaceable after installation. This connection method necessitates preparing dozens of connecting rod bushing assemblies with different stiffness combinations during the testing phase. This not only results in long parts manufacturing cycles and high R&D costs, but also consumes a significant amount of time due to repeated disassembly and replacement of connecting rod assemblies, severely impacting project development progress. There is an urgent need to develop a connection structure that allows for the replacement of bushings and connecting rods after assembly, thereby saving testing costs, enabling serialized design of bushing dimensions and stiffness, allowing for the reuse of bushings in different projects, further shortening the development cycle and reducing R&D costs. Summary of the Invention

[0004] Therefore, this invention proposes a connecting rod bushing connection structure that allows for replacement of the bushing after assembly with the connecting rod.

[0005] To address the aforementioned technical problems, the present invention provides the following technical solution: A connecting rod bushing connection structure for a vehicle includes: a connecting rod body, a connecting rod sleeve, and an adjustment bushing. The connecting rod body is fixedly connected to the connecting rod sleeve, and the adjustment bushing is detachably sleeved on the connecting sleeve. A sliding locking structure is provided between the adjustment bushing and the connecting rod sleeve.

[0006] In some embodiments of the present invention, the sliding locking structure includes an open groove disposed on the connecting rod sleeve and a protrusion disposed on the adjusting bushing. One side of the open groove extends to the end of the connecting sleeve, and the other side extends to the middle region of the connecting sleeve. The protrusion of the adjusting bushing enters the open groove along the open end of the open groove and locks at the end of the open groove.

[0007] In some embodiments of the present invention, the open slide groove includes a first groove segment extending axially along the connecting rod sleeve and a second groove segment intersecting with the first groove segment, wherein the protrusion of the adjustment bushing enters the open slide groove along the first groove segment and is locked at the end of the second groove segment.

[0008] In some embodiments of the present invention, the second groove segment is constructed as a curved or broken line.

[0009] In some embodiments of the present invention, the length of the first groove segment accounts for 1 / 4 to 2 / 3 of the axial length of the connecting rod sleeve.

[0010] In some embodiments of the present invention, the second groove segment extends obliquely downward from the end of the first groove segment.

[0011] In some embodiments of the present invention, the protrusion is cylindrical, the groove width of the first groove segment is greater than the diameter of the protrusion, and the groove width of the end region of the second groove segment is adapted to fit with the protrusion with a clearance.

[0012] In some embodiments of the present invention, the area where the protrusion extends to the outside of the open groove is provided with external threads, and the adjusting bushing is locked to the connecting sleeve by an adjusting nut threaded to the protrusion.

[0013] In some embodiments of the present invention, an elastic washer is provided between the adjusting nut and the protrusion.

[0014] In some embodiments of the present invention, the adjustment bushing includes an outer bushing tube, a bushing rubber body, and an inner bushing tube, and the protrusion is fixedly connected to the outer wall of the outer bushing tube; the adjustment bushing is connected to the subframe or steering knuckle by fasteners passing through the inner bushing tube.

[0015] The technical solution of the present invention has the following technical effects compared with the prior art: The connecting rod bushing connection structure provided by this invention, through the introduction of a sliding locking structure, allows for a clearance fit connection between the adjusting bushing and the connecting rod sleeve, completely changing the traditional one-time connection method of interference fit. During the adjustment process, adjusting bushings of different specifications can be quickly replaced according to stiffness requirements without disassembling the connecting rod body, significantly reducing the number of connecting rod assemblies required and lowering adjustment costs and parts preparation time. Attached Figure Description

[0016] The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, which will help to understand the purpose and advantages of the present invention, wherein: Figure 1 This is a schematic diagram of a specific embodiment of the connecting rod bushing connection structure of the present invention; Figure 2 This is a cross-sectional view of a specific embodiment of the connecting rod bushing connection structure of the present invention; Figure 3 This is a schematic diagram of another specific embodiment of the connecting rod bushing connection structure of the present invention. Detailed Implementation

[0017] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. 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.

[0018] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0019] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0020] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0021] like Figure 1 , Figure 2The diagram illustrates a specific embodiment of the connecting rod bushing connection structure provided by the present invention. This connection structure includes a connecting rod body 10, a connecting rod sleeve 20, and an adjustment bushing 30. The connecting rod body 10 is fixedly connected to the connecting rod sleeve 20, specifically by welding, to ensure connection strength and reliability. The adjustment bushing 30 is detachably fitted onto the connecting rod sleeve 20, with a clearance fit between the adjustment bushing 30 and the connecting rod sleeve 20 for easy assembly and disassembly. To achieve the detachable connection of the adjustment bushing 30, a sliding locking structure is provided between the adjustment bushing 30 and the connecting rod sleeve 20. This sliding locking structure guides the adjustment bushing 30 into place and provides reliable positioning and fixation after installation, preventing the bushing from loosening due to vibration or other factors during adjustment.

[0022] Specifically, the sliding locking structure includes an open groove 21 on the connecting rod sleeve 20 and a protrusion 34 on the adjusting bushing 30. The open groove 21 is a through groove penetrating the wall thickness of the connecting rod sleeve 20, with one side extending to the end of the connecting rod sleeve 20 to form an open end, and the other side extending axially towards the middle region of the connecting rod sleeve 20 to form a closed end. The protrusion 34 is fixedly disposed on the outer peripheral surface of the adjusting bushing 30, preferably by welding, but can also be integrally formed or riveted.

[0023] During installation, the operator aligns the protrusion 34 of the adjustment bushing 30 with the open end of the open groove 21 and pushes it axially. The protrusion 34 slides along the open groove 21 until it reaches the end of the open groove 21. At this point, the adjustment bushing 30 is installed in place, and the protrusion 34 and the end of the open groove 21 form a locking engagement, restricting the axial movement and circumferential rotation of the adjustment bushing 30. When it is necessary to replace the adjustment bushing 30, simply slide the protrusion 34 in the opposite direction to remove it from the open groove 21, and the adjustment bushing 30 can be removed from the connecting rod sleeve 20 without disassembling the connecting rod body 10, making the operation simple and quick. This solves the problem that traditional interference fit structures cannot replace bushings. During suspension system debugging, different specifications of adjustment bushings 30 can be quickly replaced according to stiffness requirements, significantly reducing the number of connecting rod assemblies required, lowering debugging costs and parts preparation time. At the same time, the sliding locking structure is simple and reliable, requiring no additional locking elements, and installation and disassembly do not require special tools, improving debugging efficiency.

[0024] like Figure 1As shown, the open groove 21 includes a first groove segment 21a extending axially along the connecting rod sleeve 20, and a second groove segment 21b intersecting the first groove segment 21a. One end of the first groove segment 21a extends to the end of the connecting rod sleeve 20 to form an open end, and the other end communicates with the second groove segment 21b. The protrusion 34 of the adjusting bushing 30 enters the open groove 21 along the first groove segment 21a, slides to the end of the first groove segment 21a, and then enters the second groove segment 21b, finally locking at the end of the second groove segment 21b.

[0025] This embodiment forms an "L"-shaped or near-"L"-shaped sliding path by setting intersecting first groove segment 21a and second groove segment 21b. This structure makes it difficult for the protrusion 34 to slide back to the first groove segment 21a after sliding into the second groove segment 21b due to the path turning point, thereby enhancing the reliability of locking. Even if the vehicle experiences severe vibration during driving, the protrusion 34 is unlikely to cross the turning point and return, effectively preventing the adjustment bushing 30 from accidentally loosening.

[0026] Furthermore, the second groove segment 21b is constructed in a curved shape, such as an arc or a parabola. The curved shape of the second groove segment 21b allows the protrusion 34 to slide more smoothly, avoiding jamming caused by sharp edges. Simultaneously, the curved thrust point (i.e., the end of the second groove segment 21b) can constrain the protrusion 34 from multiple directions, including axial, circumferential, and radial, achieving multi-directional positioning and fixation, further improving the stability of the connection. In another modified embodiment, the second groove segment 21b can also be constructed in a polygonal shape, such as being formed by two straight lines connected at a certain angle. The polygonal structure can also achieve path turning and locking functions, and is simpler to manufacture, allowing selection based on actual process requirements.

[0027] By optimizing the slide path, the connection reliability of the debugging bushing 30 under dynamic operating conditions is significantly improved while ensuring detachability. Debugging personnel can clearly feel the protrusion 34 sliding to the end of the second groove segment 21b, avoiding the risk of improper installation or misoperation.

[0028] like Figure 1As shown, the length L of the first groove segment 21a is 1 / 4 to 2 / 3 of the axial length of the connecting rod sleeve 20. The specific value can be determined based on the total length of the connecting rod sleeve 20, the dimensions of the adjusting bushing 30, and the stress conditions. If the first groove segment 21a is too short, for example, less than 1 / 4 of the axial length of the connecting rod sleeve 20, the sliding stroke of the protrusion 34 will be insufficient, potentially leading to improper installation or inaccurate positioning. Simultaneously, an excessively short groove cannot provide sufficient guiding length, making it prone to misalignment during installation. If the first groove segment 21a is too long, for example, greater than 2 / 3 of the axial length of the connecting rod sleeve 20, it weakens the structural strength of the connecting rod sleeve 20, causing stress concentration or deformation under load. Controlling the length of the first groove segment 21a within the range of 1 / 4 to 2 / 3 of the axial length of the connecting rod sleeve 20 ensures sufficient guiding stroke and installation stability while also maintaining the structural strength of the connecting rod sleeve 20, achieving a balance between functionality and reliability.

[0029] like Figure 1 As shown, the second groove segment 21b extends obliquely downward from the end of the first groove segment 21a, that is, it extends radially inward towards the connecting rod sleeve 20. The oblique downward extension of the second groove segment 21b serves two purposes: firstly, due to gravity, the protrusion 34, after sliding into the second groove segment 21b, naturally tends to remain at the end of the second groove segment 21b, enhancing the self-holding property of the lock; secondly, the oblique downward extension causes the protrusion 34 to generate a component force pointing inward towards the connecting rod sleeve 20 when subjected to axial tension, making the protrusion 34 fit more tightly against the end of the second groove segment 21b, rather than detaching outward.

[0030] like Figure 1 As shown, the protrusion 34 is a cylindrical structure with a diameter denoted as d. The groove width of the first groove segment 21a is greater than the diameter d of the protrusion 34, forming a clearance fit between them. This design results in less resistance when the protrusion 34 slides within the first groove segment 21a, making installation and disassembly smooth and effortless. The groove width of the end region (i.e., the thrust point) of the second groove segment 21b is adapted to the diameter d of the protrusion 34, preferably a clearance fit slightly larger than d, but it can also be designed as a transition fit equal to d. When the protrusion 34 slides to the end of the second groove segment 21b, because the groove width matches the protrusion diameter, the protrusion 34 is positioned at the thrust point, preventing it from wobbling due to being too loose or being difficult to install or disassemble due to being too tight. In the non-end region of the second groove segment 21b, the groove width can be designed as a gradual change, such as gradually narrowing from the connection point of the first groove segment 21a towards the end. This gradient structure guides the protrusion 34 smoothly into the locking position while providing a certain degree of damping, enhancing the operating feel.

[0031] Specifically, in one alternative implementation, such as Figure 3As shown, the protrusion 34 extends to the area outside the open groove 21 and is provided with external threads. The adjusting bushing 30 is locked to the connecting rod sleeve 20 by an adjusting nut 60 threadedly connected to the protrusion 34. Specifically, the length of the protrusion 34 is greater than the wall thickness of the connecting rod sleeve 20. When the adjusting bushing 30 is installed in place, the inner part of the protrusion 34 is located in the open groove 21, while the outer part extends out of the outer surface of the connecting rod sleeve 20. External threads are machined on this outer part and used in conjunction with the adjusting nut 60. When the protrusion 34 slides to the end of the second groove segment 21b, the operator tightens the adjusting nut 60, pressing it against the outer wall of the connecting rod sleeve 20, thereby locking the adjusting bushing 30 onto the connecting rod sleeve 20. By introducing a threaded locking structure, a mechanical secondary locking is achieved. Even under extreme vibration conditions, the adjusting nut 60 can effectively prevent the protrusion 34 from coming out of the second groove segment 21b, significantly improving the reliability and safety of the connection. Meanwhile, the threaded locking structure retains its detachability; simply loosen the adjusting nut 60 to slide the protrusion 34 in the opposite direction to remove the adjustment bushing 30 without affecting the replacement operation.

[0032] To further prevent the adjusting nut 60 from loosening, an elastic washer is provided between the adjusting nut 60 and the protrusion 34. The elastic washer can be in the form of a wave washer, a disc washer, or a rubber washer. After the nut is tightened, it generates elastic preload, increases frictional resistance, and prevents the nut from loosening.

[0033] Specifically, such as Figure 2 As shown, the adjustment bushing 30 includes an outer bushing tube 31, a bushing rubber body 32, and an inner bushing tube 33. The outer bushing tube 31 and the inner bushing tube 33 are coaxially arranged, with the bushing rubber body 32 filling the space between them. Metal inserts (not shown in the figure) can be installed in the bushing rubber body 32 according to stiffness requirements to improve radial stiffness. The protrusion 34 is fixedly connected to the outer wall of the outer bushing tube 31. Preferably, the protrusion 34 is connected to the outer bushing tube 31 by welding, and the weld should be continuous and uniform to ensure connection strength. The position of the protrusion 34 needs to be precisely determined according to the position of the open groove 21 on the connecting rod sleeve 20 to ensure that the protrusion 34 can accurately enter the groove and reach the thrust point after installation. Specifically, the adjustment bushing 30 is connected to the subframe or steering knuckle by fasteners (such as bolts) passing through the inner bushing tube 33. After the fastener passes through the inner tube 33 of the bushing, it engages with the mounting hole on the subframe or steering knuckle and is locked with a nut to achieve the installation and positioning of the adjustment bushing 30 in the suspension system.

[0034] Furthermore, in an optional embodiment, the protrusion 34 is provided with an identification mark to distinguish the adjustment bushings 30 with different stiffnesses. The identification mark can take various forms: such as color marking, with different colors coated on the surface of the protrusion 34; such as shape marking, with the end face of the protrusion 34 machined into different shapes (circle, square, triangle, etc.); such as numerical marking, with stiffness values ​​or numbers engraved on the end face of the protrusion 34 to distinguish the stiffness level of the adjustment bushing 30.

[0035] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A connecting rod bushing connection structure for vehicles, characterized in that, include: The system includes a connecting rod body, a connecting rod sleeve, and an adjustment bushing. The connecting rod body is fixedly connected to the connecting rod sleeve, and the adjustment bushing is detachably fitted onto the connecting sleeve. A sliding locking structure is provided between the adjustment bushing and the connecting rod sleeve.

2. The connecting rod bushing connection structure for vehicles according to claim 1, characterized in that, The sliding locking structure includes an open groove on the connecting rod sleeve and a protrusion on the adjusting bushing. One side of the open groove extends to the end of the connecting sleeve, and the other side extends to the middle region of the connecting sleeve. The protrusion of the adjusting bushing enters the open groove along the open end of the open groove and locks at the end of the open groove.

3. The connecting rod bushing connection structure for vehicles according to claim 2, characterized in that, The open slide groove includes a first groove segment extending axially along the connecting rod sleeve, and a second groove segment intersecting the first groove segment. The protrusion of the adjustment bushing enters the open slide groove along the first groove segment and is locked at the end of the second groove segment.

4. The connecting rod bushing connection structure for a vehicle according to claim 3, characterized in that, The second groove section is constructed in a curved or broken line shape.

5. A connecting rod bushing connection structure for vehicles according to claim 3, characterized in that, The length of the first groove segment accounts for 1 / 4 to 2 / 3 of the axial length of the connecting rod sleeve.

6. A connecting rod bushing connection structure for vehicles according to claim 3, characterized in that, The second groove segment extends diagonally downward from the end of the first groove segment.

7. A connecting rod bushing connection structure for vehicles according to claim 3, characterized in that, The protrusion is cylindrical, the groove width of the first groove segment is greater than the diameter of the protrusion, and the groove width of the end region of the second groove segment is suitable for clearance fit with the protrusion.

8. A connecting rod bushing connection structure for vehicles according to claim 3, characterized in that, The area where the protrusion extends to the outside of the open groove is provided with external threads, and the adjustment bushing is locked to the connecting sleeve by an adjusting nut that is threadedly connected to the protrusion.

9. A connecting rod bushing connection structure for a vehicle according to claim 8, characterized in that, An elastic washer is provided between the adjusting nut and the protrusion.

10. A connecting rod bushing connection structure for a vehicle according to claim 2, characterized in that, The adjustment bushing includes an outer bushing tube, a bushing rubber body, and an inner bushing tube. The protrusion is fixedly connected to the outer wall of the outer bushing tube. The adjustment bushing is connected to the subframe or steering knuckle by fasteners passing through the inner bushing tube.

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