A high-strength alloy bar for automotive stabilizer bars

Abstract

This utility model relates to the field of alloy bar technology and discloses a high-strength alloy bar for automotive stabilizer bars, including a main structure. A concave end assembly is provided at the left end of the main structure, and a spherical end assembly is provided at the right end of the main structure. The spherical end assembly at the right end of the first main structure and the concave end assembly at the left end of the second main structure are welded correspondingly. A bushing is sleeved on the outer side of the main structure. Through the corresponding welding design of the spherical end assembly and the concave end assembly in the segmented welding structure, the processing limitations of long bars are overcome, the strength of the welded parts is enhanced, and the length of the stabilizer bar can be flexibly customized. The composite reinforced main structure uses an outer coating layer to wrap the bar body, effectively improving torsional stiffness and fatigue resistance. The elastic hinged end, through the spherical fit between the groove and the ball head pin, achieves flexible rotation while buffering vibration.

Description

Technical Field

[0001] This utility model relates to the field of alloy bar technology, specifically a high-strength alloy bar for automotive stabilizer bars. Background Technology

[0002] In automotive suspension systems, the stabilizer bar is a key component that suppresses body roll and improves handling performance. Its structural design and material properties directly affect vehicle driving safety and comfort.

[0003] Traditional automotive stabilizer bar manufacturing, using single-piece forging or cold drawing processes to produce long stabilizer bars, is prone to problems such as uneven internal material structure and residual stress concentration, leading to a shortened fatigue life. Conventional single-metal stabilizer bars require increased wall thickness to meet strength requirements, resulting in increased weight and affecting vehicle fuel economy, while thin-walled designs reduce torsional stiffness and decrease handling stability. Traditional stabilizer bar ends often use rigid connections or simple rubber bushings, which are prone to loosening due to high-frequency vibrations caused by road bumps during driving, leading to severe wear of the rubber bushings, abnormal noises, and reduced stabilizer bar response sensitivity. Under extreme conditions, there is even a risk of detachment. Utility Model Content

[0004] The purpose of this utility model is to solve the problems of material defects caused by the traditional automobile stabilizer bar being limited by the whole forging or cold drawing process, the difficulty in achieving both strength and lightweight under a single material, and the easy loosening and wear of rigid or simple rubber end connections under high frequency vibration. This utility model provides a high-strength alloy bar for automobile stabilizer bars.

[0005] To achieve the above objectives, this utility model specifically adopts the following technical solution:

[0006] A high-strength alloy rod for automotive stabilizer bars includes a main structure. A recessed end assembly is provided at the left end of the main structure, and a spherical end assembly is provided at the right end of the main structure. The spherical end assembly at the right end of the first main structure and the recessed end assembly at the left end of the second main structure are welded correspondingly. A bushing is fitted onto the outer side of the main structure. The main structure includes a rod body and an outer covering layer, with the outer covering layer disposed on the outer side of the rod body. The recessed end assembly includes a first groove, a slot, and a first rubber pad. The first groove is located at the left end of the rod body, the slot is located on the outer ring of the first groove, and the first rubber pad is engaged with the slot. The spherical end assembly includes a ball head pin, a second groove, and a second rubber pad. The ball head pin is located at the right end of the rod body, the second groove is located on the outer ring of the second ball head pin, and the second rubber pad is engaged with the second groove.

[0007] Furthermore, the rod body is made of micro-alloyed high-strength steel, and the surface of the rod body is shot-peened to form a compressive stress layer on the surface of the rod body, which offsets the tensile stress under alternating loads and improves fatigue life.

[0008] Furthermore, the outer coating layer is a composite structure, including a carbon fiber reinforcement layer and a wear-resistant rubber layer, which reduces the load on the rod matrix. The carbon fiber reinforcement layer is coated onto the surface of the rod through a hot-pressing process, and the wear-resistant rubber layer is vulcanized and bonded to the outside of the carbon fiber reinforcement layer, absorbing high-frequency vibrations transmitted by road bumps and reducing direct friction between metal parts.

[0009] Furthermore, the first groove is a circular groove, and the outer side of the ball head pin and the inner groove of the first groove correspond to and fit each other. The end can rotate within the range, converting the vertical movement of the suspension into the torsional deformation of the stabilizer bar.

[0010] Furthermore, the ball head pin is connected to the rod body by friction welding to ensure that there is no risk of slippage when transmitting torque.

[0011] Furthermore, the inner wall of the bushing is embedded with a self-lubricating polymer layer, which is made of polytetrafluoroethylene and copper powder. By utilizing the low coefficient of friction of PTFE and the thermal conductivity of copper powder, a solid lubricating film is formed during the reciprocating torsional motion of the stabilizer bar.

[0012] Furthermore, the first rubber pad and the second rubber pad are hollow microporous silicone rubber structures. The microporous structure generates elastic deformation when under pressure, absorbs the impact vibration when the end rotates, and fills the gaps to prevent mud and water from entering.

[0013] Compared with the prior art, this utility model provides a high-strength alloy bar for automotive stabilizer bars, which has the following advantages:

[0014] This automotive stabilizer bar uses high-strength alloy rods. Through a segmented welding structure, the corresponding welding design of the spherical end assembly and the concave end assembly overcomes the processing limitations of long rods, enhances the strength of the welded parts, and allows for flexible customization of the stabilizer bar length. The composite reinforced main structure uses an outer coating to wrap the rod body, effectively improving torsional stiffness and fatigue resistance. The elastic hinged end achieves flexible rotation while buffering vibration through the spherical fit between the groove and the ball head pin, ensuring the dynamic response accuracy of the stabilizer bar under complex working conditions. Attached Figure Description

[0015] Figure 1 The left side of the overall structural connection diagram of this utility model is shown in three-dimensional form.

[0016] Figure 2 The right side of the diagram shows the overall structural connection of this utility model.

[0017] Figure 3This is a schematic diagram showing the internal details of the main structure of this utility model;

[0018] Figure 4 Three-dimensional images show the structural details of the concave end assembly and spherical end assembly of this utility model;

[0019] Figure 5 The three-dimensional images show the structure of the concave end assembly and the spherical end assembly after the rubber pads have been removed.

[0020] In the diagram: 1. Main structure; 11. Rod body; 12. Outer covering layer; 2. Concave end assembly; 21. Groove one; 22. Slot; 23. Rubber pad one; 3. Spherical end assembly; 31. Ball pin; 32. Groove two; 33. Rubber pad two; 4. Bushing. Detailed Implementation

[0021] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model. Example:

[0022] like Figures 1-5 As shown, a high-strength alloy bar for automobile stabilizer bars includes a main structure 1, a concave end assembly 2 at the left end of the main structure 1, a spherical end assembly 3 at the right end of the main structure 1, the spherical end assembly 3 at the right end of the first main structure 1 and the concave end assembly 2 at the left end of the second main structure 1 are welded to each other, and a bushing 4 is sleeved on the outside of the main structure 1.

[0023] Among them, the inner wall of the bushing 4 is embedded with a self-lubricating polymer layer, which is made of polytetrafluoroethylene and copper powder. By utilizing the low coefficient of friction of PTFE and the thermal conductivity of copper powder, a solid lubricating film is formed during the reciprocating torsional motion of the stabilizer bar, thus avoiding direct contact between the metal and the bushing 4.

[0024] like Figure 3 As shown, the main structure 1 includes a rod 11 and an outer cladding layer 12. The outer cladding layer 12 is disposed on the outside of the rod 11. The rod 11 is made of micro-alloyed high-strength steel. The surface of the rod 11 is shot-peened to counteract the tensile stress under alternating loads, improve fatigue life, and effectively resist fatigue damage caused by frequent torsion of the stabilizer bar during vehicle operation.

[0025] The outer coating layer 12 is a composite structure, including a carbon fiber reinforcement layer and a wear-resistant rubber layer. The carbon fiber reinforcement layer is coated on the surface of the rod 11 by hot pressing, which can bear 20%-30% of the tangential stress when the stabilizer is torn, reducing the load on the rod matrix. The wear-resistant rubber layer is vulcanized and bonded to the outside of the carbon fiber reinforcement layer, absorbing the high-frequency vibration transmitted by road bumps, reducing the direct friction between metal parts, and isolating moisture to prevent the rod from rusting.

[0026] like Figure 4 and Figure 5 As shown, the concave end assembly 2 includes a groove 21, a slot 22 and a rubber pad 23. The groove 21 is located at the left end of the rod body 11, the slot 22 is located on the outer ring of the groove 21, and the rubber pad 23 is engaged with the slot 22. The groove 21 is a circular groove, and the outer side of the ball head pin 31 and the inner groove of the groove 21 are correspondingly matched.

[0027] The spherical end assembly 3 includes a ball pin 31, a second groove 32, and a second rubber pad 33. The ball pin 31 is located at the right end of the rod body 11, the second groove 32 is located on the outer ring of the ball pin 31, and the second rubber pad 33 is snapped into the second groove 32. The ball pin 31 and the rod body 11 are connected by friction welding. When the vehicle turns and rolls, the vertical displacement difference between the left and right suspensions causes the stabilizer bar to twist. The spherical fit between the ball pin 31 and the first groove 21 allows the end to rotate within a 360° range, converting the vertical movement of the suspension into the torsional deformation of the stabilizer bar, and balancing the body roll through the elastic restoring force.

[0028] Among them, rubber pad 1 23 and rubber pad 2 33 are hollow microporous silicone rubber structures. The microporous structure generates elastic deformation when under pressure, absorbs the impact vibration when the end rotates, and fills the gap to prevent mud and water from entering. It is not easy to age and harden with long-term use, ensuring the sealing and cushioning performance of the hinge.

[0029] Working principle: such as Figures 1-5 As shown, the rod body 11 is made of micro-alloyed high-strength steel, and the surface shot peening treatment forms a compressive stress layer on the surface of the rod body, which offsets the tensile stress under alternating load, improves fatigue life, and effectively resists fatigue damage caused by frequent torsion of the stabilizer bar during vehicle operation.

[0030] The composite reinforcement effect of the outer coating: The carbon fiber reinforcement layer is combined with the rod 11 through a hot pressing process. Its axial tensile strength is ≥3000MPa and elastic modulus is ≥200GPa. It can bear 20%-30% of the tangential stress when the stabilizer bar is torn, reducing the load on the rod matrix; The outer wear-resistant rubber layer forms a buffer layer through vulcanization bonding, which absorbs the high-frequency vibration transmitted by road bumps, reduces the direct friction between metal parts, and isolates moisture to prevent the rod from rusting.

[0031] The articulated transmission between the concave point and the spherical end: When the vehicle turns and rolls, the vertical displacement difference between the left and right suspensions causes the stabilizer bar to twist. The spherical fit between the ball pin 31 and the groove 21 allows the end to rotate within a 360° range, converting the vertical movement of the suspension into the torsional deformation of the stabilizer bar. The body roll is balanced by the elastic restoring force. The ball pin 31 and the rod 11 are connected by friction welding to ensure that there is no risk of slippage when transmitting torque.

[0032] The shock absorption and sealing function of the rubber pad: The microporous silicone rubber pads 23 and 33 are snapped into the slots 22 and 32. The microporous structure generates elastic deformation when under pressure, absorbing the impact vibration when the end rotates, and filling the gap to prevent mud and water from entering. It is not easy to age and harden with long-term use, ensuring the sealing and cushioning performance of the hinge.

[0033] The friction-reducing design of the self-lubricating polymer layer: The polytetrafluoroethylene (PTFE) and copper powder composite layer on the inner wall of bushing 4 utilizes the low coefficient of friction of PTFE and the thermal conductivity of copper powder to form a solid lubricating film during the reciprocating torsional motion of the stabilizer bar, avoiding direct contact between the metal and bushing 4; the copper powder particles are embedded in the PTFE matrix, and when the PTFE wears, new lubrication surfaces are continuously exposed, so that the coefficient of friction remains stable after the cycle, significantly extending the service life of the bushing;

[0034] The supporting and positioning function of bushing 4: Bushing 4 is sleeved at the hinge point between the stabilizer bar and the frame, and is fixed to the frame support by interference fit. It provides radial support for the stabilizer bar, restricts its lateral displacement, and ensures the effective transmission of torsional force; and avoids the stabilizer bar's response sensitivity being affected by excessive friction.

[0035] Strength assurance of end welding: The two main structures 1 form a long-dimensional stabilizing rod by corresponding welding of the spherical end assembly 3 and the concave end assembly 2. The matching design of the groove 1 21 and the ball pin 31 guides the centering accuracy during welding and reduces welding stress concentration.

Claims

1. A high-strength alloy bar for a stabilizer bar of an automobile, comprising a main body structure (1), characterized by: The left end of the main structure (1) is provided with a concave end assembly (2), and the right end of the main structure (1) is provided with a spherical end assembly (3). The spherical end assembly (3) at the right end of the first main structure (1) and the concave end assembly (2) at the left end of the second main structure (1) are welded to each other. A bushing (4) is sleeved on the outside of the main structure (1). The main structure (1) includes a rod (11) and an outer covering layer (12), the outer covering layer (12) being disposed on the outside of the rod (11); The concave end assembly (2) includes a groove (21), a slot (22) and a rubber pad (23). The groove (21) is located at the left end of the rod (11), the slot (22) is located on the outer ring of the groove (21), and the rubber pad (23) is engaged with the slot (22). The spherical end assembly (3) includes a ball pin (31), a second groove (32), and a second rubber pad (33). The ball pin (31) is located at the right end of the rod body (11), the second groove (32) is located on the outer ring of the ball pin (31), and the second rubber pad (33) is engaged with the second groove (32).

2. The high-strength alloy rod for automotive stabilizer bars according to claim 1, characterized in that: The rod (11) is made of micro-alloyed high-strength steel, and the surface of the rod (11) is shot-peened.

3. The high-strength alloy bar for automotive stabilizer bars according to claim 1, characterized in that: The outer covering layer (12) is a composite structure, including a carbon fiber reinforcement layer and a wear-resistant rubber layer. The carbon fiber reinforcement layer is coated onto the surface of the rod (11) by a hot pressing process, and the wear-resistant rubber layer is vulcanized and bonded to the outside of the carbon fiber reinforcement layer.

4. The high-strength alloy rod for automotive stabilizer bars according to claim 1, characterized in that: The first groove (21) is a circular groove, and the outer side of the ball head pin (31) and the inner groove of the first groove (21) correspond to each other.

5. The high-strength alloy bar for automotive stabilizer bars according to claim 1, characterized in that: The ball head pin (31) and the rod body (11) are connected by friction welding.

6. The high-strength alloy bar for automotive stabilizer bars according to claim 1, characterized in that: The inner wall of the bushing (4) is embedded with a self-lubricating polymer layer, which is made of polytetrafluoroethylene and copper powder.

7. The high-strength alloy bar for automotive stabilizer bars according to claim 1, characterized in that: The first rubber pad (23) and the second rubber pad (33) are hollow microporous silicone rubber structures.

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