Rubber shock pad ring for automobile suspension

Abstract

The utility model discloses a rubber shock pad ring for automobile suspension, include: the main part of pad ring, the main part includes the three -layer composite structure of inner layer, middle layer and outer layer, and the combination together through vulcanization process between each layer, the main part includes bottom circle and top circle, and bottom circle and top circle are integral moulded step -like structure, and the top surface of bottom circle and top circle is buffer surface, and the top surface of bottom circle and top circle all is provided with convex. Inner layer absorbs high -frequency vibration, and outer layer buffers low -frequency impact, and middle layer coordinates transition, and compared with single hardness pad ring, and the amplitude of vibration transmission to the car body reduces, and the driving and riding bump feeling is improved obviously.

Description

Technical Field

[0001] This utility model relates to the field of rubber damping washers, specifically a rubber damping washer for automotive suspension. Background Technology

[0002] Automotive suspension rubber damping washers are key components installed in automotive suspension systems (such as the connection between suspension arms and the body, shock absorbers and the frame, etc.). They are usually made of rubber, and their core function is to buffer vibrations (including high-frequency small vibrations and low-frequency large impacts) generated by road bumps and speed bumps through the elastic deformation of the rubber. At the same time, they can reduce the noise caused by vibrations transmitted to the body, reduce wear caused by rigid contact of various components of the suspension system, thereby improving ride comfort and extending the service life of suspension components.

[0003] A search revealed that Chinese patent application number CN202320544971.7 discloses a waterproof high-density polymer automotive shock absorber rubber gasket, comprising a first rubber ring and a third rubber ring, wherein the first rubber ring and the third rubber ring are integrally molded, a second waterproof locking opening is sleeved inside the first rubber ring, and a second sleeve interface is provided on the inner side wall of the second waterproof locking opening, the second rubber ring is sleeved at the middle position of the first rubber ring and the third rubber ring, and a first waterproof locking opening is sleeved inside the third rubber ring, and a first sleeve interface is provided on the inner side wall of the first waterproof locking opening.

[0004] The above-mentioned technical solutions and traditional rubber shock absorber washers for automotive suspension still have defects. For example, using rubber with a single hardness (Shore hardness 60-70A) cannot simultaneously meet the buffering needs of high-frequency small vibrations (such as road surface fine particle bumps) and low-frequency large impacts (such as speed bump impacts), resulting in poor ride comfort. After being subjected to alternating stress for a long time, the rubber is prone to cracking (service life ≤ 50,000 kilometers), especially in high and low temperature environments (-40℃~80℃), where the performance degrades significantly.

[0005] Therefore, we need to propose a rubber shock absorber for automotive suspension. Utility Model Content

[0006] The purpose of this invention is to provide a rubber shock absorber for automotive suspension, wherein the inner layer absorbs high-frequency vibrations, the outer layer buffers low-frequency impacts, and the middle layer provides a smooth transition. Compared with a single-hardness washer, the amplitude of vibration transmitted to the vehicle body is reduced, and the driving and riding experience is significantly improved, thereby solving the problems mentioned in the background art.

[0007] To achieve the above objectives, this utility model provides the following technical solution:

[0008] A rubber shock absorber for automotive suspension includes:

[0009] The main body of the gasket comprises a three-layer composite structure consisting of an inner layer, a middle layer, and an outer layer, which are bonded together by a vulcanization process.

[0010] The main body includes a bottom ring and a top ring, which are integrally formed stepped structures. The top surfaces of the bottom ring and the top ring are buffer surfaces, and both the bottom ring and the top ring have protrusions.

[0011] Preferably, the protrusions on the top surfaces of the bottom and top rings have an axial wave-shaped structure, the wavelength of the protrusions is 5-8 mm, the wave height of the protrusions is 1-2 mm, and the number of waves is 6-8 sets.

[0012] Preferably, it also includes a quick-installation guide structure disposed on the main body. The guide structure includes a rounded corner structure and a positioning groove. The rounded corner structure is disposed on the edge of the inner hole of the top ring, and the positioning groove is formed around the outer wall of the bottom ring.

[0013] Preferably, the inner layer is an integrally molded annular structure of hydrogenated nitrile rubber, the middle layer is an integrally molded annular structure of natural rubber / chloroprene rubber blend, and the outer layer is an integrally molded annular structure of foamed silicone rubber.

[0014] Preferably, the middle layer is embedded with an annular metal skeleton to enhance the strength of the main body. The skeleton is a ring structure made of spring steel, and the surface of the skeleton is provided with laser micropores with a diameter of Φ50-100μm, and the micropores are filled with silane coupling agent.

[0015] Preferably, the middle layer contains uniformly distributed graphite particles with a particle size of 5-10 μm and a content of 8-12 wt%, to form a damping structure.

[0016] Compared with the prior art, the beneficial effects of this utility model are:

[0017] 1. The three-layer composite structure forms a hardness gradient (the inner layer of hydrogenated nitrile rubber is flexible, the middle layer of blended rubber is balanced, and the outer layer of foamed silicone rubber is supportive). Combined with the wave-shaped convex deformation buffer, it can simultaneously cope with high-frequency small vibrations (fine particle bumps) and low-frequency large impacts (speed bumps): the inner layer absorbs high-frequency vibrations, the outer layer buffers low-frequency impacts, and the middle layer provides a smooth transition. Compared with single hardness washers, the amplitude of vibration transmitted to the vehicle body is reduced, and the driving and riding experience is significantly improved.

[0018] 2. The middle layer spring steel skeleton (laser micropore filled silane coupling agent) enhances the overall resistance to alternating stress, improves fatigue strength, and avoids long-term stress cracking of rubber; the outer layer fluorocarbon coating and micro-nano structure improve the resistance to high and low temperatures and aging resistance; the three-layer vulcanization prevents delamination. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of this utility model;

[0020] Figure 2 This is a schematic diagram of the protrusion structure of this utility model;

[0021] Figure 3 This is a schematic diagram of the middle layer of this utility model.

[0022] In the diagram: 1. Bottom ring; 2. Top ring; 3. Protrusion; 4. Positioning groove; 5. Inner layer; 6. Middle layer; 7. Outer layer; 8. Skeleton; 9. Micropores; 10. Graphite particles; 11. Protective layer. Detailed Implementation

[0023] 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.

[0024] Please see Figure 1-3 This utility model provides a technical solution:

[0025] A rubber shock absorber for automotive suspension includes:

[0026] The main body of the gasket consists of a three-layer composite structure comprising an inner layer 5, a middle layer 6, and an outer layer 7, which are bonded together by a vulcanization process. The inner layer 5 is a ring-shaped structure integrally molded from hydrogenated nitrile rubber, the middle layer 6 is a ring-shaped structure integrally molded from a blend of natural rubber and chloroprene rubber, and the outer layer 7 is a ring-shaped structure integrally molded from foamed silicone rubber.

[0027] The three layers of rubber are bonded at the molecular level through a vulcanization process, utilizing the elastic properties of different materials to achieve gradient vibration reduction: the inner layer 5 is hydrogenated nitrile rubber (Shore hardness 45-50A), which is highly flexible and absorbs high-frequency small vibrations (such as road surface bumps) through large deformation; the middle layer 6 is a blend of natural rubber / chloroprene rubber (Shore hardness 60-65A), which combines elasticity and rigidity and buffers mid-frequency vibrations; the outer layer 7 is foamed silicone rubber (Shore hardness 70-75A), which has good support and resists low-frequency large impacts (such as speed bump impacts) through compression and rebound.

[0028] In summary, it breaks through the limitations of traditional single-hardness rubber, achieving the dual effect of "high-frequency vibration attenuation and low-frequency impact absorption", reducing the feeling of bumps during driving, while the synergistic deformation of the three-layer structure reduces local stress.

[0029] Please see Figure 1-3 :

[0030] The main body consists of a bottom ring 1 and a top ring 2, which are integrally formed stepped structures. The top surfaces of the bottom ring 1 and top ring 2 are buffer surfaces, and both the bottom ring 1 and top ring 2 have protrusions 3. The protrusions 3 on the top surfaces of the bottom ring 1 and top ring 2 have an axial wave-like structure, with a wavelength of 5-8 mm, a wave height of 1-2 mm, and 6-8 sets of waves.

[0031] The wave-shaped protrusions 3 on the top surface (wavelength 5-8mm, wave height 1-2mm) disperse stress through wave deformation when under pressure, improving the uniformity of stress distribution. 6-8 sets of waves form multi-point buffers to avoid local over-compression.

[0032] The wave structure of protrusion 3 provides extra deformation space for the rubber, and the stepped structure reduces edge shear force, preventing edge cracking after long-term use. At the same time, the orderly deformation of the waves stabilizes the shock absorption effect.

[0033] For a preferred embodiment, please refer to Figure 1-3 :

[0034] It also includes a quick-installation guide structure, which is set on the main body. The guide structure includes a rounded corner structure and a positioning groove 4. The rounded corner structure is set on the edge of the inner hole of the top ring 2, and the positioning groove 4 is opened around the outer wall of the bottom ring 1.

[0035] The rounded corner structure of the inner hole of the top ring 2 (rounded corner radius 1-1.5mm) reduces the guiding resistance during installation. The positioning groove 4 (3-4mm wide, 1mm deep) on the outer wall of the bottom ring 1 cooperates with the positioning protrusion 3 of the suspension component (gap ≤0.2mm) to ensure the accurate installation position of the washer.

[0036] To prevent scratches on the rubber surface due to misalignment during installation, the positioning groove 4 also limits the radial displacement of the gasket during use, preventing additional wear caused by shaking.

[0037] For a preferred implementation, please refer to Figure 3 :

[0038] The middle layer 6 contains an embedded annular metal skeleton 8 to enhance the strength of the main body. The skeleton 8 is a ring structure made of spring steel, and its surface has laser micropores 9 with a diameter of Φ50-100μm. The micropores 9 are filled with silane coupling agent. The density of the laser micropores 9 is 200-300 per cm², the pore depth is 150-250μm, and the silane coupling agent in the micropores 9 is γ-aminopropyltriethoxysilane.

[0039] The spring steel skeleton 8 (thickness 1-1.2mm) forms a mechanical bond with the middle layer 6 rubber through laser micropores 9 (pore diameter Φ50-100μm). The γ-aminopropyltriethoxysilane (silane coupling agent) in the micropores 9 enhances the interfacial bonding force between the metal and the rubber, thereby improving the bonding strength. The density of 200-300 micropores / cm² ensures uniform force transmission.

[0040] The skeleton 8 enhances the overall resistance to alternating stress and prevents the rubber from cracking under long-term stress; the interface reinforcement design prevents the skeleton 8 from separating from the rubber and maintains structural stability at high and low temperatures of -40℃ to 80℃.

[0041] For a preferred implementation, please refer to Figure 3 :

[0042] The middle layer 6 contains uniformly distributed graphite particles 10 with a particle size of 5-10 μm and a content of 8-12 wt%, to form a damping structure.

[0043] Graphite particles 10 (particle size 5-10μm) are uniformly dispersed in the middle layer 6 rubber. During vibration, the particles and the rubber matrix rub against each other and consume energy, increasing the energy loss rate. The content of 8-12wt% can balance the damping effect and the elasticity of the rubber (avoiding vibration damping failure caused by excessive energy consumption).

[0044] In summary, it converts vibration energy into heat energy to dissipate, reduces the noise transmitted to the vehicle body, and suppresses rubber resonance, thereby improving driving stability.

[0045] For a preferred implementation, please refer to Figure 1-3 :

[0046] The outer layer 7 is coated with a fluorocarbon coating with a thickness of 30-50μm. The surface of the coating is treated with micro-nano structures with a roughness of Ra1-3μm to form a weather-resistant protective layer 11.

[0047] The fluorocarbon coating (thickness 30-50μm) forms a chemically inert barrier, blocking ultraviolet rays, ozone and oil stains; the micro-nano structure (roughness Ra1-3μm) reduces the contact area between the coating and the outside world (contact angle ≥110°), reduces water adhesion and water absorption rate.

[0048] It can improve the weather resistance of the outer layer 7, reduce the aging rate of rubber in an environment of -40℃ to 80℃, and ensure that it still maintains excellent shock absorption performance after 50,000 kilometers.

[0049] Appendix: Performance comparison table based on actual tests:

[0050]

[0051] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A rubber shock absorber for automotive suspension, characterized in that, include: The main body of the gasket comprises a three-layer composite structure consisting of an inner layer (5), a middle layer (6), and an outer layer (7), with each layer bonded together by a vulcanization process; The main body includes a bottom ring (1) and a top ring (2). The bottom ring (1) and the top ring (2) are integrally formed stepped structures. The top surfaces of the bottom ring (1) and the top ring (2) are buffer surfaces. The top surfaces of the bottom ring (1) and the top ring (2) are provided with protrusions (3).

2. The rubber shock absorber for automotive suspension according to claim 1, characterized in that: The protrusion (3) has an axial wave-shaped structure on the top surface of the bottom ring (1) and the top ring (2). The wavelength of the protrusion (3) is 5-8 mm, the wave height of the protrusion (3) is 1-2 mm, and the number of waves of the protrusion (3) is 6-8 sets.

3. The rubber shock absorber for automotive suspension according to claim 1, characterized in that: It also includes a quick-installation guide structure, which is set on the main body. The guide structure includes a rounded corner structure and a positioning groove (4). The rounded corner structure is set on the inner hole edge of the top ring (2), and the positioning groove (4) is opened around the outer wall of the bottom ring (1).

4. The rubber shock absorber for automotive suspension according to claim 1, characterized in that: The inner layer (5) is a ring structure integrally molded from hydrogenated nitrile rubber.

5. A rubber shock absorber for automotive suspension according to claim 4, characterized in that: The middle layer (6) is a ring structure integrally molded from a blend of natural rubber and chloroprene rubber.

6. A rubber shock absorber for automotive suspension according to claim 5, characterized in that: The outer layer (7) is a ring structure integrally molded from foamed silicone rubber.

7. A rubber shock absorber for automotive suspension according to claim 1, characterized in that: The middle layer (6) is embedded with a ring-shaped metal skeleton (8) to enhance the strength of the main body. The skeleton (8) is a ring structure made of spring steel. The surface of the skeleton (8) is provided with laser micropores (9) with a diameter of Φ50-100μm. The micropores (9) are filled with silane coupling agent.

8. A rubber shock absorber for automotive suspension according to claim 1, characterized in that: The middle layer (6) contains uniformly distributed graphite particles (10) with a particle size of 5-10 μm and a content of 8-12 wt%, to form a damping structure.

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