Control arm bushing structure

Abstract

According to the control arm lining structure provided by the utility model, the control arm lining structure is improved, so that the control arm lining structure is prevented from being damaged and cracked, and the vibration absorption capability of the control arm lining structure is ensured. The control arm lining structure comprises an inner pipe, an outer pipe and a lining body, wherein the inner pipe is sleeved with the outer pipe, and the lining body is connected between the inner pipe and the outer pipe. The head end of the outer pipe is turned outwards in the radial direction to form a first turned edge, and the head end of the inner pipe extends out of the outer pipe and is provided with an upper end cover. A second flange is arranged at the head end of the bushing body, and the second flange is axially positioned between the upper end cover and the first flange; the second turned-over edge shrinks inwards to the first turned-over edge in the radial direction and shrinks inwards to the upper end cover.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle accessory technical field, specifically, relate to a control arm bush structure. BACKGROUND

[0002] In the automobile industry, control arm bushing as an important part of the suspension system, its performance and service life is directly related to the vehicle handling stability, driving comfort and safety. However, in practical application, control arm bushing in the process of road test durability test, frequently appear not to reach the customer's expected life of bushing rubber cracking problem. This phenomenon not only affects the service life of the bushing itself, but also has an adverse effect on the overall performance of the vehicle.

[0003] The original intention of the design of the control arm bushing is to realize effective vibration isolation in different directions through its unique radial, axial, torsional and deflection characteristics, so as to ensure the smooth operation of the vehicle under complex road conditions. However, in the actual working process, when the control arm bushing moves axially or deflects, the end cover and the outer tube will produce significant impact and extrusion on the rubber material inside the bushing. This continuous mechanical stress often leads to damage and cracking of the rubber material near the flange surface, thereby seriously weakening the vibration absorption capacity of the bushing. SUMMARY

[0004] The utility model discloses a control arm bush structure, through the structure of control arm bush structure is improved, avoid its breakage and cracking, guarantee the vibration absorption capacity of control arm bush structure.

[0005] To achieve the above object, the utility model provides a control arm bush structure, control arm bush structure includes the inner tube, the outer tube of bushing body of setting in the inner tube and the outer tube and the connection between the inner tube, the first flanging is formed to the first end of the outer tube and is radially turned over, the first end of the inner tube is set up with upper end cover and is projected in the outer tube, the first end of the bushing body is provided with the second flanging, and the second flanging is located between the upper end cover and the first flanging in the axial direction, the second flanging is radially retracted in the first flanging, and is retracted in the upper end cover.

[0006] Therefore, the radial dimension of the upper end cover and the first flanging is greater than the second flanging of the bushing body, which can avoid the breakage and cracking of the upper end cover and the first flanging caused by the shear of the bushing body when the bushing body exceeds the upper end cover and the first flanging,

[0007] Optionally, a part of the second flange protrudes axially towards a side close to the upper end cover to form a peak, and the peak is distributed radially symmetrically. Thus, the buffering effect of the second flange can be further increased, the contact area between the second flange and the upper end cover is reduced, and the risk of abnormal sound of the control arm bushing structure is reduced.

[0008] Optionally, two valleys are defined between the two peaks, and the valleys are distributed radially symmetrically. The valleys can reduce the contact area between the second flange and the upper end cover, and the abnormal sound of the control arm bushing structure is reduced or avoided.

[0009] Optionally, the outer side walls of the two valleys are straight walls, and the remaining outer side walls of the second flange are arc walls; the two straight walls are parallel, and the size between the two straight walls is smaller than the radial size of the arc wall.

[0010] Thus, the arc walls are located on the same circumference, and the size of the straight walls is smaller than the radial size of the arc walls, so that a part of the straight walls of the second flange is further retracted into the upper end cover, and the risk of being cut by the upper end cover is further reduced.

[0011] Optionally, the outer side walls of the first flange are shaped with the outer side walls of the second flange. Thus, in the process of pressing the control arm bushing structure, the straight walls of the first flange and the second flange both have the function of identifying pressing, and in addition, in the process of driving and turning of the vehicle, the bushing body is subjected to axial force and deflection tilting force, and in the extreme case, the upper end cover will be deflected and pressed close to the side of the valley, at this time, a part of the straight walls of the upper end cover can avoid the upper end cover, and abnormal sound is further avoided.

[0012] Optionally, the difference between the radial size of the upper end cover and the radial size of the arc wall of the second flange is between 4 mm and 5 mm. Thus, under the combined force, the center of the bushing body and the center of the upper end cover will not coincide, so 4 mm to 5 mm is reserved, and it is ensured that the second flange of the bushing body is not cut.

[0013] Optionally, the axial size of the upper end cover and the first flange is defined as h, the axial size of the peak and the first flange is defined as h1, and the axial size of the valley and the first flange is defined as h2; the ratio between h1 and h is between 0.75 and 0.83; the ratio between h2 and h is between 0.4 and 0.48.

[0014] Thus, within this range, the buffering effect of the second flange can be increased, the contact area between the second flange and the upper end cover is reduced, and the risk of abnormal sound of the control arm bushing structure is reduced.

[0015] Optionally, the height difference between h1 and h2 of the second flange is between 1.8 mm and 2.5 mm. Within this range, the peak can provide support and cushioning for the upper end cap, while also preventing the valley from contacting the upper end cap.

[0016] Optionally, the peaks and valleys are evenly distributed along the circumference of the second flange. This allows the peaks to primarily serve a buffering function during vehicle operation, while the valleys prevent contact with the upper cover.

[0017] Optionally, the axial stiffness of the bushing body is between 480 N / mm and 550 N / mm. This increases the axial stiffness of the bushing body, reducing the relative displacement between the upper end cap and the bushing body when subjected to axial force.

[0018] Other features and advantages of this specification will become clear from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments of this specification and, together with their description, serve to explain the principles of this specification.

[0020] Figure 1 This is a structural schematic diagram of the control arm bushing structure in an embodiment of this utility model, a front view from a first angle;

[0021] Figure 2 This is a structural schematic diagram of the control arm bushing structure in an embodiment of this utility model, a front view from a second angle;

[0022] Figure 3 This is a schematic diagram of the axial side structure of the control arm bushing structure in an embodiment of this utility model, with the upper end cover hidden;

[0023] Figure 4 yes Figure 1 Cross-sectional view;

[0024] Figure 5 This is an assembly diagram of the control arm and bushing structure of an automobile chassis;

[0025] Figure 6 This is a schematic diagram of the control arm bushing structure in an embodiment of the present invention, showing various reference directions;

[0026] Figure 7 This is a schematic diagram of the bushing structure in its torsional state;

[0027] Figure 8 This is a schematic diagram of the swing dynamics of the bushing structure;

[0028] Figure 9 This is one of the force diagrams of a bushing structure in the prior art;

[0029] Figure 10 This is the second stress diagram of a bushing structure in the prior art.

[0030] Figure label:

[0031] 100-Inner tube; 101-Upper end cap; 200-Outer tube; 201-First flange; 201a-First straight wall; 201b-First arc wall; 300-Bushing body; 301-Second flange; 301a-Peak; 301b-Valley; 301c-Second straight wall; 301d-Second arc wall; 1-Bushing structure. Detailed Implementation

[0032] This invention provides a control arm bushing structure. By improving the structure of the control arm bushing, damage and cracking are avoided, thus ensuring the vibration absorption capacity of the control arm bushing structure.

[0033] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0034] Relational terms such as “first” and “second” are used merely to distinguish one component from another that has the same name, without necessarily requiring or implying any such actual relationship or order between the components.

[0035] like Figures 1 to 10 As shown, Figure 1 This is a structural schematic diagram of the control arm bushing structure in an embodiment of this utility model, a front view from a first angle; Figure 2 This is a structural schematic diagram of the control arm bushing structure in an embodiment of this utility model, a front view from a second angle; Figure 3 This is a schematic diagram of the axial side structure of the control arm bushing structure in an embodiment of this utility model, with the upper end cover hidden; Figure 4 yes Figure 1 Cross-sectional view; Figure 5 This is an assembly diagram of the control arm and bushing structure of an automobile chassis; Figure 6 This is a schematic diagram of the control arm bushing structure in an embodiment of the present invention, showing various reference directions; Figure 7 This is a schematic diagram of the bushing structure in its torsional state; Figure 8 This is a schematic diagram of the swing dynamics of the bushing structure; Figure 9 This is one of the force diagrams of a bushing structure in the prior art; Figure 10 This is the second stress diagram of a bushing structure in the prior art.

[0036] like Figure 5As shown, the control arm plays a connecting role in the automobile suspension system, one end of which is connected with the vehicle frame or body, and the other end is connected with the wheel or steering knuckle, so that the wheel can be installed and kept in a certain track movement; it can also transmit the force and torque of the road surface to the vehicle body or frame during vehicle driving, and at the same time, it can also transmit the force and torque of the vehicle body or frame to the wheel, so as to ensure the normal driving and operating performance of the vehicle, etc.

[0037] The control arm bushing structure 1 plays a guiding role in the automobile suspension system (such as swing arm, rear axle, etc.), and the control arm bushing structure 1 connects the control arm and the frame together through bolts, serving as a force transmission element of the suspension system to transmit the wheel vibration of the automobile to the frame. The control arm bushing structure 1 absorbs the vibration and noise generated by the ground through rubber, thereby improving the performance and comfort of the vehicle; it can also reduce the wear between mechanical parts, reduce vibration and noise, resist corrosion, and prolong the service life of mechanical parts, etc.

[0038] Please continue to see Figures 6 to 10 For understanding, the control arm bushing structure 1 belongs to a shear type bushing, which can relieve impact in the axial and radial directions and also has the functions of a spring and a suspension control arm bearing. The torsion control arm bushing structure 1 also plays the role of a universal hinge (during vehicle driving, the control arm needs to have a guiding function, which requires the control arm bushing to have stiffness requirements not only in the axial X and radial Y and Z directions, but also in the torsion and swing directions. When the wheel jumps, the swing arm swings or twists relative to the sub-frame, and the control arm bushing structure 1 will also be subjected to torsional shear. Among them, Figure 9 The torsion state is shown, and the bushing structure 1 will rotate around the central axis by a certain angle α to form the torsion state TX shown in the figure; Figure 10 The swing state is shown, that is, the bushing structure 1 swings relative to the central axis by a certain angle β to form the swing state TY or Tz shown in the figure.

[0039] Please refer to Figures 1 to 4 The control arm bushing structure 1 includes an inner tube 100, an outer tube 200 sleeved on the inner tube 100, and a bushing body 300 connected between the inner tube 100 and the outer tube 200, and the bushing body 300 is made of rubber material. The first end of the outer tube 200 is radially turned out to form a first flange 201, and the first end of the inner tube 100 protrudes out of the outer tube 200 and is provided with an upper end cover 101; the first end of the bushing body 300 is provided with a second flange 301, and the second flange 301 is located between the upper end cover 101 and the first flange 201 in the axial direction.

[0040] As Figure 9 and Figure 10The second flange 301 of the sleeve body 300 of the conventional control arm bushing structure 1 shown is mainly subjected to impact generated by yaw and torsion, and the upper end cover 101 of the conventional control arm bushing structure 1 is radially inwardly retracted from the second flange 301 of the sleeve body 300, that is, the radial dimension of the upper end cover 101 is smaller than the radial dimension of the second flange 301. When the control arm bushing structure 1 is in the torsion state TX, the sleeve body 300 is subjected to extrusion, and the second flange 301 is subjected to extrusion by the axial force and is radially overflowed from the outer edge of the upper end cover 101, and the second flange 301 is subjected to cutting damage due to extrusion by the edge of the upper end cover 101. In addition, when the control arm bushing structure 1 is in the yaw state TY, the second flange 301 is subjected to extrusion by the yaw tilting force, and the upper end cover 101 forms an included angle, which is easy to cause cutting damage of the second flange 301.

[0041] In the technical solution of the present application, the second flange 301 is radially inwardly retracted from the first flange 201 and the upper end cover 101. In the technical solution of the present application, the first flange 201, the second flange 301 and the upper end cover 101 are parallel in the state of not being subjected to force. The upper end cover 101 is a circular structure, and the first flange 201 and the second flange 301 are also circular. The radial dimension of the second flange 301 is smaller than the radial dimensions of the first flange 201 and the upper end cover 101.

[0042] Therefore, the radial dimensions of the upper end cover 101 and the first flange 201 are greater than the radial dimension of the second flange 301 of the sleeve body 300, which can avoid damage and cracking of the sleeve body 300 caused by the edge of the upper end cover 101 and the first flange 201 cutting the sleeve body 300 when the sleeve body 300 exceeds the upper end cover 101 and the first flange 201 during use,

[0043] In order to increase the buffering effect of the second flange 301, the contact surface between the second flange 301 and the upper end cover 101 is reduced, and the risk of abnormal sound of the control arm bushing structure 1 is reduced. Part of the second flange 301 protrudes towards the side close to the upper end cover 101 in the axial direction to form a peak portion 301a, and the peak portion 301a is symmetrically distributed in the radial direction. Two valley portions 301b are defined between the two peak portions 301a, and the valley portions 301b are symmetrically distributed in the radial direction. The valley portions 301b can reduce the contact area between the second flange 301 and the upper end cover 101, and reduce or avoid the abnormal sound of the control arm bushing structure 1.

[0044] In the embodiment, the peak portions 301a and the valley portions 301b are staggered and in a wavy shape, the peak portions 301a and the valley portions 301b are smoothly transitioned, and the surface of the peak portion 301a facing the upper end surface is an arc surface. As an optional way, the upper surface of the second flange 301 is provided with an array of protrusions, which can increase the friction between the second flange 301 and the upper end cover 101.

[0045] In the above embodiment, the outer side walls of the two valleys 301b are straight walls, and the outer side walls of the rest of the second flange 301 are arc walls. The two straight walls are parallel to each other, and the distance between the two straight walls is smaller than the radial dimension of the arc walls. The arc walls are located on the same circumference.

[0046] In this way, the arc walls are located on the same circumference, and the distance between the straight walls is smaller than the radial dimension of the arc walls, so that the part of the straight walls of the second flange 301 is further retracted into the upper end cover 101, and the risk of being cut by the upper end cover 101 is further reduced.

[0047] As an optional example, the peaks 301a and the valleys 301b are uniformly distributed along the circumference of the second flange 301. In this way, the peaks 301a mainly play a buffering role during the driving of the vehicle, and the valleys 301b avoid contact with the upper end cover 101.

[0048] Specifically, the outer side walls of the first flange 201 are conformal to the outer side walls of the second flange 301. That is, the part of the first flange 201 is also a straight wall, and the part of the first flange 201 where the straight wall is arranged matches the part of the second flange 301 where the straight wall is arranged; however, the distance between the two straight walls of the first flange 201 is still greater than the distance between the two straight walls of the second flange 301. For the convenience of showing, the straight wall of the first flange 201 is defined as the first straight wall 201a, the arc wall of the first flange 201 is defined as the first arc wall 201b, the straight wall of the second flange 301 is defined as the second straight wall 301c, and the arc wall of the second flange 301 is defined as the second arc wall 301d.

[0049] In this way, during the press fitting of the control arm bush structure 1, the straight walls of the first flange 201 and the second flange 301 both have the identification function of press fitting, and in addition, during the driving and turning of the vehicle, the bush body 300 will be subjected to axial force and yawing oblique force, and in the extreme case, the upper end cover 101 will be biased and pressed to the side close to the valley 301b, at this time, the part of the straight wall of the upper end cover 101 can avoid the upper end cover 101, and further avoid abnormal sound.

[0050] Optionally, the difference between the radial dimension of the upper end cover 101 and the radial dimension of the second arc wall 301d of the second flange 301 is between 4 mm and 5 mm. The two second arc walls 301d of the second flange 301 are located on the same circumference, and the second straight wall 301c is located on the inner side of the circumference, that is, closer to the center of the circumference. The radial dimension of the second arc wall 301d refers to the dimension of the two second arc walls 301d passing through the center of the circumference. In this way, under the combined force, the center of the bush body 300 and the center of the upper end cover 101 will not coincide, so a 4 mm to 5 mm allowance is reserved to ensure that the second flange 301 of the bush body 300 is not cut.

[0051] In the above-mentioned embodiment, the axial dimension of the upper end cover 101 and the first flange 201 is defined as h, the axial dimension of the peak 301a and the first flange 201 is defined as h1, and the axial dimension of the valley 301b and the first flange 201 is defined as h2; the ratio between h1 and h is in the range of 0.75 to 0.83; and the ratio between h2 and h is in the range of 0.4 to 0.48.

[0052] Thus, within this range, the cushioning effect of the second flange 301 can be increased, the contact area between the second flange 301 and the upper end cover 101 is reduced, and the risk of abnormal sound of the control arm bushing structure 1 is reduced.

[0053] In order to enable the peak 301a to support and cushion the upper end cover 101, and to avoid the valley 301b from contacting the upper end cover 101, in the above-mentioned embodiments, the height difference between h1 and h2 of the second flange 301 is in the range of 1.8 mm to 2.5 mm.

[0054] In the above-mentioned embodiments, the axial stiffness of the bushing body 300 is in the range of 480 N / mm to 550 N / mm. Thus, the axial stiffness of the bushing body 300 is increased, and the relative displacement of the upper end cover 101 and the bushing body 300 under axial force is reduced.

[0055] Compared with the prior art, the present application has the following advantages:

[0056] First, the diameter of the upper end cover 101 is greater than the diameter of the second flange 301 of the bushing body 300, and a redundancy is considered for the extrusion situation;

[0057] Second, for the external components that will contact the bushing body 300, sharp edges are eliminated and straight walls are provided;

[0058] Third, for the displacement caused by the axial impact of the bushing structure 1, the axial stiffness is increased to reduce the displacement;

[0059] Fourth, the peak 301a and the valley 301b of the second flange 301 are designed as high and low surfaces, and in the case of reducing the contact surface of the upper end cover 101, the high surface of the peak 301a of the bushing body 300 can also serve as a cushioning surface in the case of receiving an oblique force, thereby reducing the generation of abnormal sound.

[0060] The principles and implementation modes of the present application are described by applying specific examples in this paper, and the above-mentioned embodiments are only used to help understand the core idea of the present application. It should be pointed out that for ordinary skilled persons in the technical field, without departing from the principles of the present application, the present application can be improved and modified in many ways, and these improvements and modifications also fall within the protection scope of the claims of the present application.

Claims

1. A control arm bushing structure, characterized in that, It includes an inner tube (100), an outer tube (200) sleeved on the inner tube (100), and a bushing body (300) connecting the inner tube (100) and the outer tube (200); the first end of the outer tube (200) is radially outward to form a first flange (201), the first end of the inner tube (100) extends out of the outer tube (200) and is provided with an upper end cap (101), the first end of the bushing body (300) is provided with a second flange (301), and the second flange (301) is pressed against the first flange (201) axially; The second flange (301) is radially recessed within the first flange (201) and within the upper end cap (101).

2. The control arm bushing structure according to claim 1, characterized in that, A portion of the second flange (301) protrudes axially toward the side closer to the upper end cap (101) to form a peak (301a), which is radially symmetrically distributed.

3. The control arm bushing structure according to claim 2, characterized in that, Two valleys (301b) are provided between the two peaks (301a), and the two valleys (301b) are symmetrically distributed radially.

4. The control arm bushing structure according to claim 3, characterized in that, The outer walls of the two valleys (301b) are straight walls, and the remaining outer walls of the second flange (301) are arc-shaped walls located on the same circumference; the two straight walls are parallel, and the dimension between the two straight walls is smaller than the radial dimension of the arc-shaped wall.

5. The control arm bushing structure according to claim 4, characterized in that, The outer wall of the first flange (201) follows the shape of the outer wall of the second flange (301).

6. The control arm bushing structure according to claim 4, characterized in that, The difference between the radial dimension of the upper end cap (101) and the radial dimension of the arcuate wall of the second flange (301) is between 4 mm and 5 mm.

7. The control arm bushing structure according to claim 3, characterized in that, The axial dimension of the upper end cap (101) and the first flange (201) is defined as h, the axial dimension of the peak (301a) and the first flange (201) is defined as h1, and the axial dimension of the valley (301b) and the first flange (201) is defined as h2. The ratio between h1 and h ranges from 0.75 to 0.83; The ratio between h2 and h ranges from 0.4 to 0.

48.

8. The control arm bushing structure according to claim 7, characterized in that, The height difference between h1 and h2 ranges from 1.8mm to 2.5mm.

9. The control arm bushing structure according to claim 3, characterized in that, The peaks (301a) and valleys (301b) are evenly distributed along the circumference of the second flange (301).

10. The control arm bushing structure according to any one of claims 1-9, characterized in that, The axial stiffness of the bushing body (300) is 480 N / mm to 550 N / mm.

Images