Automobile suspension buffer block

Abstract

The utility model discloses an automobile suspension buffer block, which comprises an upper buffer body, a lower buffer body and a connecting plate for connecting the upper buffer body and the lower buffer body, the lower end of the upper buffer body is embedded into the connecting plate and is fixed with the connecting plate, and the upper end of the lower buffer body is clamped and fixed with the connecting plate. The upper buffering body and the lower buffering body are respectively made of materials with different densities, so that a graded buffering effect is achieved. The upper buffer body has higher density, so that the energy absorption of the buffer block is improved, and the buffer effect of the buffer block is improved; the lower buffer body reduces the contact rigidity of the buffer block and the protective cover of the automobile shock absorber through a low-density material, so that the contact noise generated when the buffer block and the protective cover move relatively is reduced, and the NVH (Noise Vibration and Harshness) performance of a product is improved. Therefore, the requirements of different road conditions on the buffer performance are met, and the comfort is improved.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the technical field of automobile shock absorption, and particularly relates to an automobile suspension buffer block BACKGROUND

[0002] With the rapid development of the automobile industry, consumers' requirements for vehicle performance are increasing, and they not only pay attention to engine power output and vehicle handling performance, but also put forward higher requirements for driving comfort. As a key component of vehicle dynamic performance and comfort performance, the suspension system directly determines the filtering capacity of the vehicle to vibration and impact during driving. The buffer block in the suspension system, as an important auxiliary component of the shock absorber, absorbs and relieves the vibration and impact of the vehicle body through its deformation characteristics, so as to ensure the stability and comfort of the vehicle under various road conditions.

[0003] Traditional buffer blocks are usually designed with a single material, and the density and stiffness characteristics are relatively fixed. Although this design has certain cost advantages, it exposes many problems in actual application, for example:

[0004] 1. Non-smooth displacement curve: when the buffer block is compressed under force, the stiffness changes too abruptly, resulting in impact feeling of the vehicle within the limit displacement range of the shock absorber, affecting the driving comfort.

[0005] 2. Insufficient dynamic stiffness response: when facing different road conditions, the buffer block cannot dynamically adjust the stiffness according to the impact force, and it is difficult to balance the flexible buffering and supporting capacity.

[0006] 3. Limited material performance: since the traditional buffer block is usually designed with a uniform density material, it cannot realize performance grading of different parts, resulting in low material utilization and limited buffer performance improvement space.

[0007] At present, designers usually optimize the performance by changing the shape of the buffer block or adjusting the material density. However, this method has limitations in improving the buffer performance. For example, a single density material cannot meet the requirements of hardness and flexibility when facing complex road conditions. Therefore, how to design a buffer block structure with graded buffer performance, which can not only improve the dynamic stiffness response, but also optimize the smoothness of the force displacement curve, has become a research hotspot in the industry. INVENTION CONTENTS

[0008] To solve the above problems, the utility model provides an automobile suspension buffer block, which realizes the double improvement of dynamic performance and comfort performance, and provides an efficient and reliable new type solution for the automobile suspension system.

[0009] The technical scheme provided by the utility model is as follows:

[0010] An automobile suspension cushion block comprises an upper cushion body, a lower cushion body, and a connecting plate connecting the upper cushion body and the lower cushion body.

[0011] The lower end of the upper cushion body is embedded in the connecting plate and fixed with the connecting plate.

[0012] The upper end of the lower cushion body is clamped and fixed with the connecting plate.

[0013] In some embodiments, the density of the upper cushion body is greater than the density of the lower cushion body.

[0014] The upper cushion body is arranged in a conical shape, and the diameter of the end connected with the connecting plate is small; a first protrusion is arranged below the side wall of the upper cushion body; a through hole is formed in the center of the connecting plate, and a second protrusion extending inward is arranged on the side wall of the upper end of the through hole; the first protrusion is embedded in the space formed by the second protrusion and the through hole, so as to be fixed.

[0015] In some embodiments, the lower cushion body is arranged in a conical shape, and the diameter of the end connected with the connecting plate is large; a third protrusion is arranged above the side wall of the lower cushion body; a clamping portion extending downward is arranged around the bottom surface of the connecting plate, and the clamping portion has a clamping hook portion extending inward; the third protrusion is clamped in the space formed by the clamping hook portion and the bottom surface of the connecting plate, so as to be clamped.

[0016] In some embodiments, a cylindrical hole is formed in the upper cushion body and the lower cushion body, and the cylindrical hole is in interference fit with the piston rod of the shock absorber.

[0017] In some embodiments, a first annular groove is arranged on the side wall of the upper cushion body and arranged circumferentially along the upper cushion body.

[0018] In some embodiments, a second annular groove is arranged on the side wall of the lower cushion body and arranged circumferentially along the lower cushion body.

[0019] In some embodiments, a third annular groove is arranged on the inner wall of the lower cushion body and arranged circumferentially along the lower cushion body, and the third annular groove is located below the second annular groove.

[0020] In summary, the beneficial effects of the present utility model are as follows:

[0021] (1) The upper cushion body and the lower cushion body of the present utility model are made of materials with different densities, respectively, to form a graded cushioning effect. The upper cushion body has a higher density to increase the energy absorption of the cushion block and increase the cushioning effect of the cushion block. The lower cushion body is made of a material with a lower density to reduce the contact stiffness of the cushion block and the protective cover of the automobile shock absorber, thereby reducing the contact noise when the cushion block and the protective cover move relative to each other and improving the NVH performance of the product. Thus, the demand for cushioning performance under different road conditions is met, and the comfort is improved.

[0022] (2) The innovative design of the annular groove in this utility model effectively reduces the nonlinear gradient of the material, making the force-displacement curve of the buffer block smoother and avoiding the impact caused by the sudden change in stiffness in traditional designs. This optimization significantly improves the vehicle's comfort during dynamic driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 This is a schematic diagram of the structure of the utility model;

[0024] Figure 2 A schematic diagram of the structure of the utility model from a top view;

[0025] Figure 3 This is a schematic diagram of the assembly structure of the utility model;

[0026] Figure 4 The figure is a comparison diagram of the load-deflection curves of the buffer block of the utility model and the conventional buffer block.

[0027] The reference numerals are as follows:

[0028] 1. Upper buffer body; 2. Lower buffer body; 3. Connecting plate; 4. Cylindrical hole; 5. First protrusion; 6. Second protrusion; 7. Third protrusion; 8. Clamping portion; 9. Hook portion; 10. First annular groove; 11. Second annular groove; 12. Third annular groove; 13. Top support; 14. Protective cover; 15. Piston rod of shock absorber. DETAILED DESCRIPTION

[0029] In order to deepen the understanding of the present invention, the present invention will be further described in detail below with reference to embodiments and drawings. The embodiments are only used to explain the present invention and do not constitute a limitation on the scope of protection of the present invention.

[0030] Example 1

[0031] like Figures 1-4 As shown, the buffer block is mainly composed of an upper buffer body 1, a lower buffer body 2 and a connecting plate 3. Among them, the top of the upper buffer body 1 is connected to the top support 13 of the automobile shock absorber. The upper buffer body 1 and the connecting plate 3 are fixed with an embedded design, that is, the lower end of the upper buffer body 1 is embedded in the connecting plate 3 to achieve a stable connection. The lower buffer body 2 is fixed to the connecting plate 3 by a snap-fit ​​method, and its upper end is engaged with the slot part of the connecting plate 3 through a set protrusion. The lower end of the lower buffer body 2 reciprocates relative to the protective cover 14 during operation. The design of the split buffer block can achieve variable stiffness.

[0032] The upper and lower buffer bodies 1 and 2 are both provided with cylindrical holes 4, which are interference fit with the piston rod of the shock absorber 15. This design not only ensures the stability of the buffer block during the movement of the shock absorber, but also further optimizes its mechanical properties.

[0033] The upper buffer body 1 and the lower buffer body 2 in the embodiment are made of polyurethane material and are shaped by machining through the shape of a mold, without chemical corrosion of the mold, so that the processing cost is low and the harm to the environment is small. The upper buffer body 1 is designed to be a high-density material, so as to provide strong support in the initial compression stage, improve the energy absorption of the buffer block, and increase the buffering effect of the buffer block. The lower buffer body 2 is made of a low-density material to adapt to the subsequent large deformation requirement, increase the stroke of the front segment of the buffer block, and at the same time provide progressive buffering performance, thereby improving the comfort of the buffer block. At the same time, the contact noise of the buffer block relative to the cover is reduced, and the NVH performance of the product is improved. The design of the density difference enables the buffer block to exhibit excellent force-displacement curve characteristics in the dynamic process, avoiding the problems of excessive rigidity or weakness of traditional buffer blocks.

[0034] Embodiment 2

[0035] The embodiment is formed on the basis of embodiment 1, and the stability and assembly performance of the buffer block are further optimized by designing the specific structure of the upper buffer body 1 and the lower buffer body 2, in particular:

[0036] The upper buffer body 1 is arranged in a conical shape, and the end connected to the connecting plate 3 has a small diameter. This structure not only reduces the amount of material used, but also optimizes the stress distribution of the buffer body. A first protrusion 5 is arranged below the side wall of the upper buffer body 1, and a through hole is formed in the center of the connecting plate 3, and the upper end side wall of the through hole is provided with a second protrusion 6 extending inward. Through the design that the first protrusion 5 is embedded in the space formed by the second protrusion 6 and the through hole, the upper buffer body 1 can be firmly fixed on the connecting plate 3.

[0037] Similarly, the lower buffer body 2 is also arranged in a conical shape, and the end connected to the connecting plate 3 has a large diameter. A third protrusion 7 is arranged above the side wall of the lower buffer body 2, and a clamping portion 8 extending downward is arranged around the bottom surface of the connecting plate 3, and the clamping portion 8 is provided with a clamping hook portion 9 extending inward. Through the design that the third protrusion 7 is clamped in the space formed by the clamping hook portion 9 and the bottom surface of the connecting plate 3, the stable fixation of the lower buffer body 2 can be achieved, and at the same time, good stability can be maintained under the condition of large deformation.

[0038] This structure design not only improves the assembly efficiency of the buffer block, but also prevents the buffer block from being detached or loose under the condition of high-frequency vibration or extreme impact.

[0039] Embodiment 3

[0040] The embodiment is formed on the basis of embodiment 1 or 2, and the force-displacement curve smoothness of the buffer block is improved by designing the specific structure of the upper buffer body 1 and the lower buffer body 2, in particular:

[0041] The first annular groove is arranged along the circumferential direction of the upper buffer body 1, and effectively adjusts the stiffness response of the buffer body in the initial stress stage by weakening the local stiffness of the side wall. This design enables the upper buffer body to gradually transition to a higher support force when subjected to an initial impact without a sudden change in force value.

[0042] The side wall and the inner wall of the lower buffer body 2 are respectively provided with a second annular groove 11 and a third annular groove 12. The second annular groove is located on the outside of the buffer body and realizes the gradualness of the overall stiffness by reducing the thickness of the side wall; the third annular groove is located on the inner wall and is lower than the second annular groove, and the controllability of the deformation amount is further improved by the internal cavity design. The combination of multiple grooves enables the lower buffer body to maintain stable mechanical properties in a larger compression range.

[0043] This annular groove design can significantly reduce the nonlinear gradient effect of the material, making the dynamic stiffness response of the entire buffer block smoother, thereby significantly improving the shock absorption and comfort performance of the vehicle.

[0044] Please refer to Figure 4 , the green line shows the conventional load-deflection curve of the buffer block before improvement, and the contact stiffness is relatively large, about 15-25 N / mm. The blue line shows the load-deflection curve of the split buffer block of the present application, and the contact stiffness is reduced to 8-15 N / mm, and the comfort is greatly improved.

[0045] It should be noted that the implementation not shown or described in the drawings or the specification is known to those skilled in the art, and is not described in detail. In addition, the above definitions of elements and methods are not limited to the specific structures, shapes or ways mentioned in the embodiments.

[0046] It should also be noted that this article can provide examples of parameters containing specific values, but these parameters do not necessarily equal the corresponding values, but can be approximately equal to the corresponding values within an acceptable error tolerance or design constraint. The direction mentioned in the embodiments, such as "up", "down", "front", "back", "left", "right", "inside", "outside", etc., is only with reference to the direction of the drawings, and is not intended to limit the scope of the present application.

[0047] The above description shows and describes the preferred embodiments of the present application, as mentioned above, it should be understood that the present application is not limited to the form disclosed herein, and should not be considered as excluding other embodiments, but can be used in various other combinations, modifications and environments, and can be modified within the scope of the application conceived herein by the above teachings or related art or knowledge. The modifications and changes made by those skilled in the art without departing from the spirit and scope of the present application shall be within the scope of protection of the appended claims of the present application.

Claims

1. An automotive suspension bushing, characterized by, The upper buffer body (1), the lower buffer body (2), and the connecting plate (3) connecting the upper buffer body (1) and the lower buffer body (2) are included. The lower end of the upper buffer body (1) is embedded in the connecting plate (3) and fixed with the connecting plate (3). The upper end of the lower buffer body (2) is clamped and fixed with the connecting plate (3).

2. The automotive suspension bushing of claim 1, wherein, The density of the upper buffer body (1) is greater than that of the lower buffer body (2).

3. The automotive suspension bushing of claim 1, wherein, The upper buffer body (1) is arranged in a conical shape, and the diameter of the end connected with the connecting plate (3) is small. A first protrusion (5) is arranged below the side wall of the upper buffer body (1). The connecting plate (3) has a through hole in the center, and the side wall of the upper end of the through hole is provided with a second protrusion (6) extending inward. The first protrusion (5) is embedded in the space formed by the second protrusion (6) and the through hole to achieve fixation.

4. The automotive suspension bushing of claim 1, wherein, The lower buffer body (2) is arranged in a conical shape, and the diameter of the end connected with the connecting plate (3) is large. A third protrusion (7) is arranged above the side wall of the lower buffer body (2). The bottom surface of the connecting plate (3) extends downward around a clamping portion (8). The clamping portion (8) has a clamping hook portion (9) extending inward. The third protrusion (7) is clamped in the space formed by the clamping hook portion (9) and the bottom surface of the connecting plate (3) to achieve clamping.

5. The automotive suspension bushing of claim 1, wherein, The upper buffer body (1) and the lower buffer body (2) are internally provided with a cylindrical hole (4) in interference fit with the piston rod of the shock absorber.

6. The automotive suspension bushing of claim 5, wherein, The side wall of the upper buffer body (1) is provided with a first annular groove (10) arranged along the circumference of the upper buffer body (1).

7. The automotive suspension bushing of claim 5, wherein, The side wall of the lower buffer body (2) is provided with a second annular groove (11) arranged along the circumference of the lower buffer body (2).

8. The automotive suspension bushing of claim 7, wherein, The inner wall of the lower buffer body (2) is provided with a third annular groove (12) arranged along the circumference of the lower buffer body (2). The third annular groove (12) is located below the second annular groove (11).

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