Torsion-resistant pull rod

Abstract

The utility model discloses an anti-torsion pull rod which comprises a rubber main rib, a collision block structure and a hard limiting structure, the hard limiting structure comprises an acceleration gear hard limiting part and a deceleration gear hard limiting part, and the acceleration gear hard limiting part and the deceleration gear hard limiting part are designed in a separated mode. The collision block structure is located in the middle area of the acceleration gear hard limit and the deceleration gear hard limit and comprises an acceleration gear collision block and a deceleration gear collision block. In the driving process of a vehicle under daily working conditions, the main rubber ribs and the collision blocks bear loads, hard limiting does not participate in stress, the NVH performance of the whole vehicle is optimized, the driving comfort requirement of consumers is met, and the customer satisfaction degree is improved; under some extreme driving working conditions, hard limiting participates in load bearing, the stress of the rubber main rib and the collision block is reduced, and the durability of rubber is improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile rubber shock absorbers, in particular to an anti-torsion pull rod. Background Art

[0002] In recent years, with the progress of society and the improvement of people's living standards, cars have gradually entered thousands of households. The automobile engine mount is one of the important components of the automobile engine. Its main function is to reduce the transmission of engine vibration to the frame, isolate the noise generated by the working vibration and high-frequency vibration of the engine after starting, and enhance the comfort of the entire vehicle.

[0003] In the current field, the anti-torsion tie rod bumper used in automobiles is designed as an integral whole with the hard limit. The rubber bumper and the hard limit in this structure restrict each other. When the hard limit distance is determined, the thickness of the bumper is also determined accordingly. Utility Model Content

[0004] The present invention aims to solve the problems existing in the prior art and proposes the following technical solutions:

[0005] The anti-torsion pull rod includes a rubber main rib, a bump block structure and a hard limit structure. The hard limit structure includes an acceleration gear hard limit and a deceleration gear hard limit. The acceleration gear hard limit and the deceleration gear hard limit are separately designed. The bump block structure is located in the middle area between the acceleration gear hard limit and the deceleration gear hard limit. The bump block structure includes an acceleration gear bump block and a deceleration gear bump block.

[0006] When the vehicle is driving under normal conditions, the load is borne by the main rubber reinforcement and the bumper structure, and the hard limit structure does not participate in the force; under extreme driving conditions, the hard limit structure participates in bearing the load, reducing the force on the main rubber reinforcement and the bumper structure.

[0007] As a preferred embodiment of the above technical solution, the acceleration gear collision block and the deceleration gear collision block can be adjusted according to the stress conditions and NVH requirements of a specific vehicle model.

[0008] The stiffness displacement of the soft inflection point of the static stiffness curve depends on the size and thickness of the collision block structure.

[0009] As a preferred embodiment of the above technical solution, the acceleration gear hard limit and the deceleration gear hard limit distance can also be adaptively adjusted according to the actual force of the vehicle and the limit requirements of the powertrain.

[0010] The stiffness in the linear region of the static stiffness curve depends on the main rubber reinforcement; the hard inflection point of the static stiffness curve depends on the distance of the hard limit structure.

[0011] As a preferred embodiment of the above technical solution, the rubber main ribs and the acceleration gear bump block and the deceleration gear bump block are formed by rubber vulcanization.

[0012] Has good durability.

[0013] As a preferred embodiment of the above technical solution, the main rubber reinforcement has a herringbone structure.

[0014] It is convenient for the collision block structure to be located in the middle area of the hard limit structure.

[0015] The beneficial effects of the utility model are:

[0016] In this application, when the vehicle is driving under daily conditions, the load is borne by the rubber main reinforcement and the bumper, and the hard limit does not participate in the force, thereby optimizing the NVH performance of the entire vehicle, meeting consumers' driving comfort requirements, and improving customer satisfaction; under certain extreme driving conditions, the hard limit participates in bearing the load, reducing the force on the rubber main reinforcement and the bumper, and improving the durability of the rubber. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 The schematic diagram of the three-dimensional structure in a top view provided by an embodiment of the present invention is shown;

[0018] Figure 2 The diagram shows a schematic diagram of the structure in a top view provided by an embodiment of the present invention.

[0019] Legend:

[0020] 1. Rubber main reinforcement; 2. Acceleration gear bumper; 3. Deceleration gear bumper; 4. Acceleration gear hard limit; 5. Deceleration gear hard limit. DETAILED DESCRIPTION

[0021] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below in conjunction with the embodiments.

[0022] This application addresses the problem in the prior art that the torsion rod bumper and the hard limit are designed as one, the rubber bumper and the hard limit of this structure restrict each other, and the thickness of the bumper is determined after the hard limit distance is determined. When the vehicle is driving in daily conditions, the load is borne by the main rubber reinforcement and the bumper, and the hard limit does not participate in the force, thereby optimizing the NVH performance of the entire vehicle, meeting the driving comfort requirements of consumers, and improving customer satisfaction; under certain extreme conditions, the hard limit participates in bearing the load, reducing the force on the main rubber reinforcement and the bumper, and improving the durability of the rubber.

[0023] like Figure 1 and Figure 2As shown in the embodiment of the present invention, the torsion rod includes a rubber main rib 1, a bump block structure and a hard limit structure; the hard limit structure includes an acceleration gear hard limit 4 and a deceleration gear hard limit 5, and the acceleration gear hard limit 4 and the deceleration gear hard limit 5 are designed to be separated, and the bump block structure is located in the middle area of the acceleration gear hard limit 4 and the deceleration gear hard limit 5, and the bump block structure includes an acceleration gear bump block 2 and a deceleration gear bump block 3; when the vehicle is driving in daily working conditions, the load is borne by the rubber main rib 1 and the bump block structure, and the hard limit structure does not participate in the force; in extreme Under driving conditions, the hard limit structure participates in bearing the load, reducing the stress on the main rubber rib 1 and the bumper structure; the acceleration gear bumper 2 and the deceleration gear bumper 3 can be adjusted according to the stress conditions and NVH requirements of the specific vehicle model; the stiffness displacement of the soft inflection point of the static stiffness curve depends on the size and thickness of the bumper structure; the distance between the acceleration gear hard limit 4 and the deceleration gear hard limit 5 can also be adaptively adjusted according to the actual stress of the vehicle and the limiting requirements of the powertrain; the stiffness in the linear area of the static stiffness curve depends on the main rubber rib 1; the hard inflection point of the static stiffness curve depends on the distance of the hard limit structure.

[0024] like Figure 1 and Figure 2 As shown, the rubber main reinforcement 1, the acceleration gear bump block 2 and the deceleration gear bump block 3 are formed by rubber vulcanization and have good durability; the rubber main reinforcement 1 is a herringbone structure.

[0025] Working Principle: Under some low-torque output conditions, such as idling, the main rubber reinforcement 1 provides stiffness to resist the load from the engine. At this time, the acceleration gear bumper 2 and the deceleration gear bumper 3 are in the linear region or in slight contact. The overall dynamic stiffness of the torsional link assembly is low, effectively isolating the vibration and noise caused by the high-frequency and low-amplitude vibrations of the engine.

[0026] In some working conditions with large torque output, such as POT / WOT conditions, the rubber main reinforcement 1, the acceleration gear bump block 2, and the deceleration gear bump block 3 jointly provide static stiffness to resist external forces. In this case, the overall dynamic stiffness of the torsion bar assembly is still low, and the vehicle can still maintain good NVH performance.

[0027] However, in some extreme working conditions, such as impact conditions, the acceleration gear hard limit 4 and the deceleration gear hard limit 5 begin to work, and most of the load is borne by the acceleration gear hard limit 4 and the deceleration gear hard limit 5, thereby improving the durability of the rubber main reinforcement 1 and the collision block.

[0028] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same.

Claims

1. The torsion-resistant pull rod comprises a rubber main rib (1), a collision block structure and a hard limit structure, and is characterized by: The hard limit structure includes an acceleration gear hard limit (4) and a deceleration gear hard limit (5), the acceleration gear hard limit (4) and the deceleration gear hard limit (5) are designed to be separated, the collision block structure is located in the middle area between the acceleration gear hard limit (4) and the deceleration gear hard limit (5), and the collision block structure includes an acceleration gear collision block (2) and a deceleration gear collision block (3).

2. The torsion rod according to claim 1, characterized in that: The acceleration gear bump block (2) and the deceleration gear bump block (3) can be adjusted according to the stress conditions and NVH requirements of a specific vehicle model.

3. The torsion rod according to claim 1, characterized in that: The distances between the acceleration gear hard limit (4) and the deceleration gear hard limit (5) can also be adaptively adjusted according to the actual force on the vehicle and the limit requirements of the powertrain.

4. The torsion rod according to claim 1, characterized in that: The rubber main rib (1), the acceleration gear bump block (2), and the deceleration gear bump block (3) are formed by rubber vulcanization.

5. The torsion rod according to claim 1, characterized in that: The main rubber reinforcement (1) is in a herringbone structure.

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