Bushing for improving driving performance of automobile, stabilizer bar and automobile

Abstract

The utility model discloses a lining for improving driving performance of an automobile, a stabilizer bar and the automobile, which belong to the technical field of automobile research and development and comprise an inner pipe, an outer pipe and a rubber sleeve, the inner pipe is arranged in the outer pipe, the rubber sleeve outer ring is connected with the inner surface of the outer pipe, the rubber sleeve inner ring is connected with the outer surface of the inner pipe, the inner pipe is connected with the stabilizer bar, and the outer pipe is connected with the shock absorber. The utility model mainly aims to improve the influence of the high-rigidity stabilizer bar on the driving comfort and the accelerated deviation. The stabilizer bar small connecting rod and the shock absorber installation support are connected through the lining instead of being in hard connection in the past, an inner pipe of the lining is connected with the stabilizer bar, an outer pipe of the lining is connected with the shock absorber, and the inner pipe and the outer pipe of the lining are connected through the rubber sleeve, so that the influence of the large-rigidity stabilizer bar on driving comfort and accelerated deviation can be improved on the premise that the durability is guaranteed.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile research and development, and specifically relates to a bushing, a stabilizer bar and an automobile for improving the driving performance of an automobile. Background Art

[0002] The lateral stabilizer bar is an important part of the vehicle suspension. It is mainly used to suppress the vehicle's roll movement by twisting and deforming when the vehicle is turning to generate a force in the opposite direction of the inner and outer wheels. In order to ensure that the vehicle has a certain understeering characteristic, the front stabilizer bar is often designed to be thicker than the rear stabilizer bar to obtain a greater roll stiffness for the front axle.

[0003] Due to the limitations of the stabilizer bar production process, the size of the stabilizer bar end mounting hole and the stabilizer bar bushing mounting surface in the industry is generally controlled at the level of ±3mm. If the influence of the stabilizer bar bushing, the subframe mounting surface and the body size deviation is taken into account, the actual maximum vertical height difference between the left and right end mounting holes of the stabilizer bar will be greater than 6mm. In addition, in order to improve the abnormal noise of the stabilizer bar bushing, the vulcanized stabilizer bar bushing is becoming more and more popular, which will further increase the impact of the size difference between the left and right sides of the stabilizer bar. For front-wheel drive models with McPherson front suspension, in order to ensure driving comfort and acceptable roll control performance, the front stabilizer bar diameter is generally selected to be larger, and the line stiffness is often greater than 50N / mm. When the stabilizer bar is connected to the shock absorber through a small connecting rod, it is easy to generate a large internal stress, which makes the left and right wheel loads differ greatly. During rapid acceleration, the tire on the side with a smaller load is more likely to slip and cause acceleration deviation. In addition, the stabilizer bar with greater stiffness transmits vibration more directly on small bumps and potholes, affecting driving comfort.

[0004] At present, active stabilizer bars can improve the above problems to a large extent, but they are often not widely used due to issues such as cost and layout space. Utility Model Content

[0005] In order to overcome the above-mentioned shortcomings of the prior art, the purpose of the utility model is to provide a bushing, a stabilizer bar and a car that improve the driving performance of a car, so as to solve the influence of the high-rigidity stabilizer bar in the prior art on driving comfort and acceleration deviation.

[0006] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0007] A bushing for improving the driving performance of an automobile comprises an inner tube, an outer tube and a rubber sleeve; the inner tube is arranged inside the outer tube, the outer ring of the rubber sleeve is connected to the inner surface of the outer tube, the inner ring of the rubber sleeve is connected to the outer surface of the inner tube, the inner tube is connected to a stabilizer bar, and the outer tube is connected to a shock absorber.

[0008] Preferably, the outer tube is a circular ring structure.

[0009] Preferably, the inner tube is elliptical in shape as a whole, and has a circular through hole inside.

[0010] Preferably, three connecting ports are opened in parallel inside the rubber sleeve, the middle connecting port is fixed on the outside of the inner tube, and the connecting ports on both sides are located on both sides of the short diameter side of the inner tube.

[0011] A stabilizer bar for improving the driving performance of an automobile comprises any one of the bushings described above, wherein a small connecting rod of the stabilizer bar is connected to an inner tube of the bushing, and an outer tube is connected to a mounting bracket of a shock absorber.

[0012] Preferably, the outer tube is connected to the shock absorber mounting bracket through a double-ear flange.

[0013] Preferably, the outer tube is connected to the shock absorber mounting bracket via a single-ear flange.

[0014] The present application also discloses an automobile, which adopts any one of the above-mentioned bushings to connect a stabilizer bar and a shock absorber, wherein a small connecting rod of the stabilizer bar is connected to an inner tube of the bushing, and an outer tube is connected to a shock absorber mounting bracket.

[0015] Preferably, the outer tube is connected to the shock absorber mounting bracket through a double-ear flange.

[0016] Preferably, the outer tube is connected to the shock absorber mounting bracket via a single ear flange. Compared with the prior art, the utility model has the following beneficial effects:

[0017] The present application discloses a bushing for improving the driving performance of an automobile, wherein the inner tube is connected to the stabilizer bar, the outer tube is connected to the shock absorber, and the inner tube and the outer tube are connected by a rubber sleeve, wherein the bushing at the shock absorber mounting bracket has a gap of ±3mm in the direction of suspension movement to fully release the internal stress formed by the size difference between the left and right sides of the stabilizer bar, and improve the influence on the deviation of the vehicle under rapid acceleration; within a small range of travel in the direction of suspension movement (such as ±6mm), the bushing stiffness is set to be low, so that when the wheel is subjected to unilateral excitation, the torsion of the stabilizer bar only produces a low stiffness, and will not cause a significant deterioration in driving comfort; at the same time, the bushing is limited when the suspension travels a little longer, to ensure that the stabilizer bar can provide sufficient lateral support. The bushing gap, stiffness, and limit block size can be flexibly matched according to the vehicle product positioning, dynamic assembly, and stabilizer bar. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of the bushing structure of the utility model;

[0019] Figure 2 It is a structural schematic diagram of the connection point between the stabilizer bar and the shock absorber of the utility model.

[0020] Among them: 1-inner tube; 2-outer tube; 3-rubber sleeve; 4-shock absorber body; 5-mounting bracket; 6-bushing installation point. DETAILED DESCRIPTION

[0021] In order to enable those skilled in the art to better understand the solution of the utility model, the technical solution in the embodiment of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiment of the utility model. Obviously, the described embodiment is only a part of the embodiment of the utility model, not all of the embodiments. Based on the embodiment of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the utility model.

[0022] It should be noted that the terms "first", "second", etc. in the specification and claims of the utility model and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the utility model described here can be implemented in an order other than those illustrated or described here. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0023] The utility model is further described in detail below with reference to the accompanying drawings:

[0024] See also Figure 1 , the present application discloses a bushing for improving the driving performance of an automobile, comprising an inner tube 1, an outer tube 2 and a rubber sleeve 3; the inner tube 1 is arranged inside the outer tube 2, the outer ring of the rubber sleeve 3 is connected to the inner surface of the outer tube 2, the inner ring of the rubber sleeve 3 is connected to the outer surface of the inner tube 1, the inner tube 1 is connected to the stabilizer bar, and the outer tube 2 is connected to the shock absorber. The main purpose of this application is to improve the influence of a high-rigidity stabilizer bar on driving comfort and acceleration deviation. The small connecting rod of the stabilizer bar and the mounting bracket of the shock absorber are changed from the previous hard connection to a bushing connection, the inner tube of the bushing is connected to the stabilizer bar, the outer tube is connected to the shock absorber, and the inner tube and the outer tube are connected through a rubber sleeve, which can improve the influence of a high-rigidity stabilizer bar on driving comfort and acceleration deviation while ensuring durability.

[0025] The bushing at the shock absorber mounting bracket has a ±3mm gap in the direction of suspension movement to fully release the internal stress formed by the size difference between the left and right sides of the stabilizer bar, improving the impact on sudden acceleration deviation; the bushing stiffness is set low within a small range of suspension movement, such as ±6mm, so that when the wheel is stimulated on one side, the stabilizer bar torsions only produce low stiffness and will not significantly deteriorate the driving comfort; at the same time, the bushing is limited when the suspension movement is slightly larger, ensuring that the stabilizer bar can provide sufficient lateral support. The bushing gap, stiffness, and limit block size can be flexibly matched according to the vehicle product positioning, dynamic assembly, and stabilizer bar.

[0026] In some embodiments, the outer tube 2 is a circular ring structure.

[0027] In some embodiments, the inner tube 1 is elliptical in shape as a whole, and has a circular through hole inside.

[0028] In some embodiments, three parallel connection ports are provided inside the rubber sleeve 3 , the middle connection port is fixedly mounted outside the inner tube 1 , and the connection ports on both sides are located on both sides of the short diameter side of the inner tube 1 .

[0029] See also Figure 2 The present application also discloses a stabilizer bar for improving the driving performance of an automobile, wherein a small connecting rod of the stabilizer bar is connected to an inner tube 1 of a bushing, and an outer tube 2 is connected to a mounting bracket 5 of a shock absorber.

[0030] In some embodiments, the outer tube 2 and the mounting bracket of the shock absorber adopt a double-ear or single-ear flange structure to install the bushing, among which the single-ear flange structure is the preferred option; the skeleton structure of the inner tube 1 bulges outward on one side to increase the vulcanization area of ​​the rubber 3 to ensure durability.

[0031] The present application also discloses an automobile, comprising any one of the above-mentioned bushings, wherein the above-mentioned bushing is used to connect a stabilizer bar and a shock absorber, wherein the small connecting rod of the stabilizer bar is connected to the inner tube 1 of the bushing, and the outer tube 2 is connected to the shock absorber mounting bracket 5.

[0032] The above content is only for explaining the technical idea of ​​the utility model and cannot be used to limit the protection scope of the utility model. Any changes made on the basis of the technical solution in accordance with the technical idea proposed by the utility model shall fall within the protection scope of the claims of the utility model.

Claims

1. A bushing for improving the driving performance of an automobile, characterized in that: The invention comprises an inner tube (1), an outer tube (2) and a rubber sleeve (3); the inner tube (1) is arranged inside the outer tube (2); the outer ring of the rubber sleeve (3) is connected to the inner surface of the outer tube (2); the inner ring of the rubber sleeve (3) is connected to the outer surface of the inner tube (1); the inner tube (1) is connected to a stabilizer bar; and the outer tube (2) is connected to a shock absorber.

2. A bushing for improving the driving performance of an automobile according to claim 1, characterized in that: The outer tube (2) is a circular ring structure.

3. The bushing for improving the driving performance of an automobile according to claim 1, characterized in that: The inner tube (1) is elliptical in shape as a whole and is provided with a circular through hole inside.

4. A bushing for improving the driving performance of an automobile according to claim 3, characterized in that: The rubber sleeve (3) has three parallel connection ports inside, the middle connection port is sleeved and fixed outside the inner tube (1), and the connection ports on both sides are located on both sides of the short diameter side of the inner tube (1).

5. A stabilizer bar for improving the driving performance of an automobile, characterized in that: The bushing comprises any one of claims 1 to 4, wherein the small connecting rod of the stabilizer bar is connected to the inner tube (1) of the bushing, and the outer tube (2) is connected to the mounting bracket (5) of the shock absorber.

6. A stabilizer bar for improving the driving performance of a vehicle according to claim 5, characterized in that: The outer tube (2) is connected to the shock absorber mounting bracket (5) via a single-ear flange.

7. A car, characterized in that: The stabilizer bar and the shock absorber are connected by using the bushing described in any one of claims 1 to 4, the small connecting rod of the stabilizer bar is connected to the inner tube (1) of the bushing, and the outer tube (2) is connected to the shock absorber mounting bracket (5).

8. The automobile according to claim 7, characterized in that: The outer tube (2) is connected to the shock absorber mounting bracket (5) via a single-ear flange.

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