Control arm shaft sleeve and vehicle

Abstract

The utility model discloses a control arm shaft sleeve and a vehicle, and the control arm shaft sleeve comprises an outer sleeve; the main spring is arranged in the outer sleeve; the inner sleeve is connected with the main spring, the inner sleeve is provided with a mounting hole, and the central axis of the mounting hole and the central axis of the outer sleeve are arranged in a spaced mode. Therefore, when a vehicle of a specific type is in a no-load static state, by arranging the control arm shaft sleeve, the central axis of the mounting hole can be moved to be overlapped with the central axis of the outer sleeve under the condition that the inner sleeve is subjected to preloading force transmitted by a vehicle body, so that the problem that a main spring is prone to cracking is solved, and the service life of the main spring is prolonged. And the durability of the control arm shaft sleeve and the comfort of the whole vehicle are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a control arm shaft sleeve and a vehicle. Background Art

[0002] In the related art, the development of a vehicle platform that represents the technical basis for constructing different external vehicle models is carried out by using common wheel suspension components such as suspension arms, wheel carriers, brackets, etc., in order to achieve different driving dynamic characteristics in a specific vehicle model, thereby reducing the selection of specific changes or adaptations to the vehicle for the wheel suspension unit. However, if it is intended to implement such different driving dynamic characteristics of the vehicle production series, different suspension arms, wheel carriers, brackets, etc. must be provided, which will significantly increase the production cost and installation workload. For example, the preload force on the control arm bushing of the whole vehicle is basically 0 when it is unloaded, and the bushing is a concentric structure; however, the bushing of the rear suspension of some models has been subjected to a preload force when the whole vehicle is unloaded and stationary, and the concentric structure bushing is eccentric due to the force, which will easily cause rubber cracking and make the bushing durability and the comfort of the whole vehicle poor. Utility Model Content

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the utility model is to provide a control arm bushing, which can move the central axis of the mounting hole of the inner bushing to coincide with the central axis of the outer bushing under the preload force transmitted by the vehicle body, thereby avoiding the cracking problem that the main spring is prone to.

[0004] The utility model further provides a vehicle.

[0005] According to the first aspect of the utility model, the control arm bushing comprises: an outer sleeve; a main spring, which is arranged in the outer sleeve; an inner sleeve, which is connected to the main spring, and the inner sleeve has a mounting hole, and the central axis of the mounting hole is spaced apart from the central axis of the outer sleeve.

[0006] Therefore, when a vehicle of a specific model is in an unloaded and stationary state, by providing the control arm bushing, the inner bushing can move the central axis of the mounting hole to coincide with the central axis of the outer bushing under the condition of the preload force transmitted by the vehicle body, thereby avoiding the main spring from cracking, thereby improving the durability of the control arm bushing and the comfort of the entire vehicle.

[0007] In some examples of the present invention, a vertical distance between a central axis of the mounting hole and a central axis of the outer sleeve is D1, and D1 satisfies the relationship: 2.5 mm ≤ D1 ≤ 4 mm.

[0008] In some examples of the present invention, the inner sleeve has a groove, the groove extends along the axial direction of the inner sleeve, the groove is recessed toward a side away from the mounting hole along the radial direction of the mounting hole and is connected to the mounting hole.

[0009] In some examples of the present invention, a transition arc is provided at the connection between the groove and the mounting hole.

[0010] In some examples of the present invention, a plurality of first ribs are provided on the axial end surface of the inner sleeve, and the plurality of first ribs are distributed at intervals along the circumference of the mounting hole on the axial end surface of the inner sleeve.

[0011] In some examples of the present invention, the main spring is provided with a stress relief hole, and the stress relief hole penetrates the main spring along the axial direction of the inner sleeve.

[0012] In some examples of the present invention, there are multiple stress release holes, including a first stress release hole and multiple second stress release holes, the first stress release hole and the multiple second stress release holes are distributed at intervals along the circumference of the inner sleeve, and the cross-sectional area of ​​the first stress release hole is larger than the cross-sectional area of ​​the second stress release hole.

[0013] In some examples of the present invention, the main spring is provided with a buffer block protruding toward the first stress release hole.

[0014] In some examples of the present invention, a second rib is provided on a surface of the buffer block on one side facing the outer sleeve.

[0015] A vehicle according to a second aspect of the utility model comprises: the above-mentioned control arm bushing.

[0016] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0018] Figure 1 is a schematic structural diagram of a control arm bushing and a control arm according to an embodiment of the utility model;

[0019] Figure 2 is a front view of a control arm bushing according to an embodiment of the utility model;

[0020] Figure 3 It is a schematic structural diagram of a control arm bushing according to an embodiment of the utility model.

[0021] Reference numerals:

[0022] 100, control arm bushing; 200, control arm;

[0023] 1. Outer sleeve;

[0024] 2. main spring; 21. stress release hole; 211. first stress release hole; 212. second stress release hole; 22. buffer block; 221. second convex rib;

[0025] 3. Inner sleeve; 31. Mounting hole; 32. Groove; 33. Transition arc; 34. First convex rib. DETAILED DESCRIPTION

[0026] Embodiments of the present invention are described in detail below, and the embodiments described with reference to the accompanying drawings are exemplary.

[0027] Reference below Figure 1-Figure 3 A control arm bushing 100 according to an embodiment of the utility model is described, which can offset the cracking problem of the main spring 2 caused by the fact that the inner bushing 3 cannot reach a concentric state with the outer bushing 1 after being subjected to a preload force, thereby ensuring the force stability of the control arm bushing 100, and further improving the durability of the control arm bushing 100 and the comfort of the entire vehicle.

[0028] Combination Figure 1-Figure 3 As shown, the control arm sleeve 100 according to the first embodiment of the utility model mainly includes an outer sleeve 1, a main spring 2 and an inner sleeve 3. For example, the main spring 2 can be made of a rubber material that can be elastically deformed.

[0029] Specifically, the main spring 2 is disposed in the outer sleeve 1 , the inner sleeve 3 is connected to the main spring 2 , the inner sleeve 3 has a mounting hole 31 , and the central axis of the mounting hole 31 is spaced apart from the central axis of the outer sleeve 1 .

[0030] Among them, the main spring 2 is connected to the outer periphery of the inner sleeve 3, and the inner sleeve 3 is connected to the inner circumferential wall of the outer sleeve 1. The main spring 2 can be elastically deformed to generate elastic force; the inner sleeve 3 has a mounting hole 31, and the mounting hole 31 can be used to cooperate with the shaft; the central axis of the mounting hole 31 and the central axis of the outer sleeve 1 are spaced apart in the radial direction, so that the inner sleeve 3 forms an eccentric design relative to the outer sleeve 1, so that it is convenient for the inner sleeve 3 to squeeze the main spring 2 connected to it after being subjected to a force in a specific direction, so that the central axis of the mounting hole 31 gradually approaches the central axis of the outer sleeve 1 until it coincides (at this time the preload force is completely offset), so that the main spring 2 can be easily cracked due to the fact that it cannot reach a concentric state with the outer sleeve 1 after the inner sleeve 3 is subjected to the preload force, thereby ensuring the force stability, durability and vehicle comfort of the control arm sleeve 100.

[0031] For example, the control arm bushing 100 is subjected to a preload force in a static and unloaded state of a specific vehicle model. To ensure the durability of the force-bearing end, the force-bearing end is a solid rubber structure. Based on the fact that the inner sleeve 3 is subjected to a preload force of 5000N (the stiffness of the main spring 2 is 2000N / mm), the center axis of the inner sleeve 3 is designed to be offset by 2.5mm in the direction away from the preload force. When the inner sleeve 3 is subjected to a preload force of 5000N, the center axis of the shaft matched in the mounting hole 31 on the inner sleeve 3 can be moved to the center axis of the outer sleeve 1. In this way, the inner sleeve 3 can offset the original preload force through the eccentric design, so that the center axis of the mounting hole 31 on the inner sleeve 3 returns to a position that coincides with the center axis of the outer sleeve 1, thereby avoiding the problem of cracking of the main spring 2, which is prone to occur, and further improving the force stability, durability and vehicle comfort of the control arm bushing 100.

[0032] Therefore, when a specific vehicle model is in an unloaded and stationary state, by setting the control arm bushing 100, the inner bushing 3 can move the central axis of the mounting hole 31 to coincide with the central axis of the outer bushing 1 under the condition of the preload force transmitted by the vehicle body, thereby avoiding the main spring 2 from cracking, thereby improving the durability of the control arm bushing 100 and the comfort of the entire vehicle.

[0033] According to some optional embodiments of the present invention, combined with Figure 2 and Figure 3 As shown, the vertical distance between the central axis of the mounting hole 31 and the central axis of the outer sleeve 1 is D1, and D1 satisfies the relationship: 2.5mm≤D1≤4mm.

[0034] In detail, in the radial direction, the vertical deviation distance D1 between the central axis of the mounting hole 31 and the central axis of the outer sleeve 1 can be adjusted accordingly according to the preload force of a specific vehicle model and the stiffness characteristics of the main spring 2, so that the inner sleeve 3 is deflected accordingly after being subjected to the preload force until the central axis of the mounting hole 31 coincides with the central axis of the outer sleeve 1, so that the control arm bushing 100 can be smoothly concentrically arranged under the condition of the preload force, thereby avoiding the cracking problem that is easy to occur in the main spring 2. For example, the vertical distance D1 between the central axis of the mounting hole 31 and the central axis of the outer sleeve 1 can be 2.5 mm, 3 mm or 4 mm, but is not limited thereto.

[0035] In addition, the vertical distance D1 between the central axis of the mounting hole 31 and the central axis of the outer sleeve 1 is limited to a smaller range, which can also avoid more severe elastic deformation of the main spring 2, thereby taking into account the preload force requirements of the control arm bushing 100 for specific vehicle models to meet vehicle performance and extend the service life of the main spring 2.

[0036] According to some optional embodiments of the present invention, combined with Figure 2 and Figure 3 As shown, the inner sleeve 3 has a groove 32, which extends along the axial direction of the inner sleeve 3, is recessed along the radial direction of the mounting hole 31 toward the side away from the mounting hole 31, and is communicated with the mounting hole 31. The inner peripheral edge of the inner sleeve 3 has a groove 32 extending along its axial direction, and the groove 32 is communicated with the outer periphery of the mounting hole 31, so that the groove 32 can establish a limited matching relationship with the matching shaft in the mounting hole 31 on the one hand, and can also be used to distinguish it from other sleeves with similar structures, thereby playing a role in preventing wrong installation.

[0037] Specifically, combined Figure 2 and Figure 3 As shown, a transition arc 33 is provided at the connection between the groove 32 and the mounting hole 31. It can be understood that the transition arc 33 is provided at the connection between the groove 32 and the mounting hole 31, so that the stress at the connection between the groove 32 and the mounting hole 31 can be evenly transitioned to avoid stress concentration, and can also prevent the risk of the installer being easily cut by the sharp part during installation.

[0038] According to some optional embodiments of the present invention, combined with Figure 2 and Figure 3 As shown, the axial end surface of the inner sleeve 3 is provided with a plurality of first ribs 34 , and the plurality of first ribs 34 are distributed at intervals along the circumference of the mounting hole 31 on the axial end surface of the inner sleeve 3 .

[0039] Among them, in the axial direction of the inner sleeve 3, the two end surfaces of the inner sleeve 3 are formed with a plurality of first ribs 34 arranged at intervals along the circumferential direction, and the plurality of first ribs 34 surround the outer circumference of the mounting hole 31. This can, on the one hand, play a role in locally strengthening the structural strength of the inner sleeve 3, and on the other hand, can reduce the risk of mutual displacement between the two axial end surfaces of the inner sleeve 3 after contact with the bracket (that is, compared with the traditional end face abutment, the first rib 34 in this case reduces the contact area with the bracket).

[0040] According to some optional embodiments of the present invention, combined with Figure 2 and Figure 3 As shown, the main spring 2 is provided with a stress release hole 21, and the stress release hole 21 penetrates the main spring 2 along the axial direction of the inner sleeve 3. For example, the main spring 2 is provided with a plurality of stress release holes 21 at intervals along the circumferential direction, and the stress release hole 21 penetrates the main spring 2 along the axial direction of the inner sleeve 3, so that a stress release space can be provided for the main spring 2 when elastic deformation occurs (such as stretching expansion or squeezing compression), avoiding the problem that the main spring 2 is easy to break due to stress concentration, thereby improving its service life.

[0041] Specifically, combined Figure 2 and Figure 3 As shown, there are multiple stress release holes 21, including a first stress release hole 211 and multiple second stress release holes 212. The first stress release hole 211 and the multiple second stress release holes 212 are distributed at intervals along the circumference of the inner sleeve 3, and the cross-sectional area of ​​the first stress release hole 211 is greater than the cross-sectional area of ​​the second stress release hole 212.

[0042] It can be understood that the first stress release hole 211 is arranged on a side away from the central axis of the outer sleeve 1, and the multiple second stress release holes 212 are arranged on the opposite side of the first stress release hole 211. Since the control arm bushing 100 may be subjected to forces in different directions when the vehicle is in motion, the main spring 2 is provided with stress release holes 21 on both sides. This can improve the stress release effect of the main spring 2 when responding to forces in different directions, thereby improving the durability of the main spring 2.

[0043] In addition, the cross-sectional area of ​​the first stress release hole 211 is greater than the cross-sectional area of ​​the second stress release hole 212. When a specific vehicle model is in a stationary and unloaded state, the direction in which the preload force is applied to the main spring 2 is opposite to the arrangement orientation of the first stress release hole 211. In this way, the stress applied by the preload force to the main spring 2 can be released through the first stress release hole 211 on the side away from the preload force direction without affecting the structural strength of the main spring 2 on the same side as the preload force direction, thereby improving the rationality of its design.

[0044] Furthermore, combined with Figure 2 and Figure 3 As shown, the main spring 2 is provided with a buffer block 22 protruding toward the first stress release hole 211. That is to say, since the main spring 2 can be elastically deformed, when the outer sleeve 1 is subjected to a force from the direction toward the inner sleeve 3, the buffer block 22 can buffer and limit the inner wall of the outer sleeve 1, preventing the outer sleeve 1 from moving too much toward the inner sleeve 3 and causing the risk of structural depression or severe deformation, thereby improving the practicality and structural reliability of the control arm sleeve 100.

[0045] Specifically, combined Figure 2 and Figure 3 As shown, a second convex rib 221 is provided on the side surface of the buffer block 22 facing the outer sleeve 1. It can be understood that the buffer block 22 is provided with a plurality of second convex ribs 221 at intervals on the side surface facing the outer sleeve 1, and the second convex ribs 221 can play a pre-contact role when relative movement occurs between the outer sleeve 1 and the main spring 2, so that the impact force is gradually transmitted to the surface of the buffer block 22 through the second convex ribs 221, thereby gradually reducing the impact force and effectively improving the gradual buffering effect of the buffer block 22.

[0046] The vehicle according to the second aspect of the present invention includes the control arm bushing 100 of the above embodiment, so that the specific vehicle having the control arm bushing 100 can improve the durability of the control arm bushing 100 and the comfort of the vehicle.

[0047] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0048] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0049] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0050] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A control arm bushing, characterized in that: include: Outer sleeve; A main spring, the main spring being disposed in the outer sleeve; An inner sleeve is connected to the main spring, and the inner sleeve has a mounting hole, wherein a central axis of the mounting hole is spaced apart from a central axis of the outer sleeve.

2. The control arm bushing according to claim 1, characterized in that: A vertical distance between a central axis of the mounting hole and a central axis of the outer sleeve is D1, and D1 satisfies the relationship: 2.5 mm ≤ D1 ≤ 4 mm.

3. The control arm bushing according to claim 1, characterized in that: The inner sleeve has a groove extending along the axial direction of the inner sleeve, and the groove is recessed toward a side away from the mounting hole along the radial direction of the mounting hole and is communicated with the mounting hole.

4. The control arm bushing according to claim 3, characterized in that: A transition arc is arranged at the connection between the groove and the mounting hole.

5. The control arm bushing according to claim 1, characterized in that: The axial end surface of the inner sleeve is provided with a plurality of first ribs, and the plurality of first ribs are distributed at intervals along the circumference of the mounting hole on the axial end surface of the inner sleeve.

6. The control arm bushing according to claim 1, characterized in that: The main spring is provided with a stress release hole, and the stress release hole penetrates the main spring along the axial direction of the inner sleeve.

7. The control arm bushing according to claim 6, characterized in that: There are multiple stress release holes, including a first stress release hole and multiple second stress release holes. The first stress release hole and the multiple second stress release holes are distributed at intervals along the circumference of the inner sleeve, and the cross-sectional area of ​​the first stress release hole is larger than the cross-sectional area of ​​the second stress release hole.

8. The control arm bushing according to claim 7, characterized in that: The main spring is provided with a buffer block protruding toward the first stress release hole.

9. The control arm bushing according to claim 8, characterized in that: A second convex rib is arranged on a surface of one side of the buffer block facing the outer sleeve.

10. A vehicle, characterized in that: include: The control arm bushing according to any one of claims 1 to 9.

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