A type of automotive torsion beam bushing

Abstract

This application discloses an automotive torsion beam bushing, belonging to the field of automotive component technology. It includes an inner frame, with a first bushing, a pad, and a second bushing sequentially fitted along the outer axial direction of the inner frame. The pad is located between the first and second bushings, and its outer diameter is smaller than that of the first and second bushings. A first housing is fitted over the first bushing, and a second housing is fitted over the second bushing. The opposite sides of the first and second housings are designated as opposing surfaces. The opposing surface of the first housing is a stepped surface, and the opposing surface of the second housing corresponds to the opposing surface of the first housing. The first and second housings are mated together. This application adds a pad, effectively increasing axial stiffness, reducing the relative displacement between the torsion beam and the vehicle body, and improving longitudinal driving stability and safety.

Description

Technical Field

[0001] This application relates to the field of automotive parts technology, and in particular to an automotive torsion beam bushing. Background Technology

[0002] With the continuous development of the automotive industry, performance indicators such as vehicle comfort, handling stability, and service life are receiving increasing attention. As a key component of the automotive chassis suspension system, the performance of the torsion beam bushing plays a crucial role in the overall performance of the vehicle.

[0003] The axial stiffness of the torsion beam bushing affects the longitudinal stability of a vehicle under conditions such as braking, acceleration, and driving on bumpy roads. Appropriate axial stiffness reduces the relative displacement between the torsion beam and the vehicle body, preventing longitudinal vibration and improving driving stability. Furthermore, the torsion beam should be able to flexibly adjust its radial stiffness according to loads in different directions and the vehicle's performance requirements. For example, it should provide sufficient lateral support stiffness when the vehicle is cornering to reduce body roll; and provide suitable vertical stiffness to cushion vibrations and improve ride comfort when driving on bumpy roads.

[0004] Relevant prior art, such as the Chinese patent application "A Rear Suspension Torsion Beam Fork Bushing", application number: CN202223418594.7, discloses a bushing comprising an outer metal sleeve, an inner skeleton, and rubber. The outer metal sleeve contains rubber, and the inner skeleton penetrates through the rubber. The outer metal sleeve and inner skeleton are coaxially arranged and connected by rubber, vulcanized into one piece. This integrated structure effectively avoids the risk of detachment. Several rubber protrusions are provided on one side of the outer metal sleeve. A first lug and a second lug are respectively provided on both ends of the inner skeleton along the axial direction. A limiting plate is fixedly connected to the end of the first lug near the rubber protrusion. This arrangement not only ensures the bushing's limiting function but also provides cushioning and shock absorption for the rubber protrusions. A support plate is fixedly connected to the side of the limiting plate away from the rubber protrusions. The support plate has a semi-enclosed structure, supporting the limiting plate and preventing it from falling off, thus improving the safety and reliability of the device.

[0005] The aforementioned patent application improved the torsion beam bushing limiting function and the torsion beam fork rod installation reliability, but it still has certain deficiencies in axial stiffness, which affects the vehicle's handling performance and ride comfort, and cannot meet the growing demand of modern automobiles for precise handling and high comfort. Utility Model Content

[0006] The technical problem to be solved by this application is to provide an automotive torsion beam bushing with added pads, which effectively increases axial stiffness, reduces the relative displacement between the torsion beam and the vehicle body, and improves longitudinal driving stability and safety.

[0007] The technical solution adopted in this application is as follows: an automotive torsion beam bushing, including an inner skeleton, with a first bushing, a pad, and a second bushing sequentially fitted along the outer axial direction of the inner skeleton. The pad is located between the first bushing and the second bushing, and the outer diameter of the pad is smaller than the outer diameters of the first bushing and the second bushing. A first housing is fitted over the first bushing, and a second housing is fitted over the second bushing. The opposite side of the first housing and the second housing is referred to as the opposite surface. The opposite surface of the first housing is a stepped surface, and the opposite surface of the second housing is adapted to the opposite surface of the first housing. The first housing and the second housing are mated together.

[0008] Compared with the prior art, the advantages of this application are as follows: First, by sequentially arranging a first bushing, a pad, and a second bushing along the axial direction of the inner frame, with the pad positioned between the first and second bushings, this structural design effectively increases the axial stiffness of the torsion beam bushing. The pad restricts the axial displacement of the first and second bushings, reducing the relative displacement between the torsion beam and the vehicle body, thereby improving the longitudinal driving stability of the vehicle. Especially during braking, acceleration, or driving on bumpy roads, it can effectively reduce longitudinal vibration and improve driving safety.

[0009] Secondly, the first and second bushings are respectively fitted with a first housing and a second housing, and the opposite sides of the first and second housings are designed as matching stepped surfaces to achieve a mating connection. This structural design improves the overall structural stability of the bushing, prevents deformation and damage caused by external impacts or vibrations during use, extends the service life of the bushing, and reduces maintenance costs. At the same time, the housing enclosure also enhances the durability of the bushing, enabling it to better adapt to complex road conditions and driving conditions.

[0010] In some embodiments of this application, the side opposite to the first bushing and the second bushing is referred to as the opposite side. Both sides of one end of the inner frame are provided with undercuts, which abut against the opposite side of the first bushing. This undercut structure, combined with interference fit, ensures the pull-out force of the inner frame, effectively avoiding interference failure due to tolerances and mitigating the risk of torsion beam bushing assembly failure.

[0011] In some embodiments of this application, the inner skeleton is a flat rod-shaped structure, with the length direction of the inner skeleton as the X direction and the width direction of the inner skeleton as the Y direction, and the buckle is located on the side of the inner skeleton in the X direction.

[0012] In some embodiments of this application, the first bushing includes a first inner core, a first rubber component, and a second rubber component. The first inner core and the first housing are coaxially arranged and connected by the first rubber component and the second rubber component. The second bushing has the same structure as the first bushing. The identical structure of the first and second bushings ensures the symmetry and consistency of the entire torsion beam bushing, thus ensuring the product performance of the torsion beam bushing.

[0013] In some embodiments of this application, the first rubber component and the second rubber component are made of different materials and are not connected. Using rubber components of different materials can meet stiffness requirements in different directions and with different strengths, achieving flexible adjustment of radial stiffness in different directions. The non-connected design allows each rubber component to work independently, avoiding mutual interference and improving shock absorption and cushioning effects.

[0014] In some embodiments of this application, both the first and second rubber components extend towards the inner wall of the first housing to form a first outer arc-shaped sheet. The first outer arc-shaped sheet adheres to the inner wall of the first housing, and its structure is adapted to the structure of the inner wall of the first housing. A gap exists between adjacent first outer arc-shaped sheets. The design of the outer arc-shaped sheet increases the contact area between the rubber components and the housing, improving force transmission efficiency and stability. The gap between adjacent outer arc-shaped sheets can accommodate the deformation of the rubber components under stress, allowing the outer arc-shaped sheets to work independently, avoiding mutual interference, and improving shock absorption and cushioning effects.

[0015] In some embodiments of this application, both the first and second rubber components include inner arc-shaped sheets that adhere to the outer circumferential surface of the first inner core, with gaps between adjacent inner arc-shaped sheets. The design of the inner arc-shaped sheets improves the connection strength between the rubber component and the inner core, ensuring effective force transmission. The gaps between adjacent inner arc-shaped sheets can also accommodate deformation of the rubber component, reducing stress concentration and improving the elasticity and cushioning performance of the rubber component.

[0016] In some embodiments of this application, a spacer for a receiving pad exists between the first bushing and the second bushing, and the pad is generally a disc-shaped structure. The disc-shaped pad, rationally positioned between the first and second bushings, effectively increases axial stiffness while avoiding direct contact between the first and second bushings, thus reducing friction and wear.

[0017] In some embodiments of this application, the first bushing includes two first rubber parts and two second rubber parts. The first rubber parts are generally fan-shaped block structures, and the second rubber parts are generally fan-shaped block structures. The two first rubber parts are arranged opposite to each other and are located in the X direction of the inner skeleton. The two second rubber parts are arranged opposite to each other and are located in the Y direction of the inner skeleton. The first rubber parts and the second rubber parts are arranged at intervals around the outer periphery of the first inner core.

[0018] The fan-shaped block structure of the rubber components allows for uniform distribution and support, improving the bushing's load-bearing capacity and stability in all directions. The spaced design effectively disperses and transmits stress, reducing localized stress concentration and enhancing the overall performance of the bushing.

[0019] In some embodiments of this application, the first bushing and the second bushing are fitted with outer shells, which enclose the outer peripheral surfaces of the first bushing and the second bushing. The outer shells further enhance the integrity and rigidity of the bushings, protecting the internal rubber components and bushing structure from the influence of the external environment.

[0020] Based on common knowledge in the field, the above-described embodiments can be combined arbitrarily. Attached Figure Description

[0021] The present application will be described in further detail below with reference to the accompanying drawings and preferred embodiments. However, those skilled in the art will understand that these drawings are drawn only for the purpose of explaining the preferred embodiments and therefore should not be construed as limiting the scope of the present application. Furthermore, unless specifically indicated, the drawings are only schematic representations of the composition or structure of the described objects and may contain exaggerated depictions, and the drawings are not necessarily drawn to scale.

[0022] Figure 1 This is a schematic diagram of the structure of this application;

[0023] Figure 2 This is a bottom view of this application;

[0024] Figure 3 for Figure 2 Sectional view of section AA;

[0025] Figure 4 This is a schematic diagram of the exploded structure of this application.

[0026] The specific explanations of the reference numerals in the attached drawings are as follows: 1. Inner frame; 2. First bushing; 3. Second bushing; 4. Pad; 5. Outer shell; 6. Inverted buckle; 11. First inner core; 12. First shell; 12a. Stepped surface; 13. First rubber component; 14. Second rubber component; 22. Second shell; 30. Outer arc-shaped piece; 32. Inner arc-shaped piece. Detailed Implementation

[0027] The present application will now be described in detail with reference to the accompanying drawings.

[0028] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0029] An automotive torsion beam bushing, embodiment one as follows Figures 1 to 3As shown, the system includes an inner frame 1. A first bushing 2, a pad 4, and a second bushing 3 are sequentially fitted along the outer axial direction of the inner frame 1. The pad 4 is located between the first bushing 2 and the second bushing 3. This structural design effectively increases the axial stiffness of the torsion beam bushing. The pad 4 restricts the axial displacement of the first bushing 2 and the second bushing 3, reducing the relative displacement between the torsion beam and the vehicle body, thereby improving the vehicle's longitudinal stability. Especially during braking, acceleration, or driving on bumpy roads, it effectively reduces longitudinal vibration and improves driving safety.

[0030] The outer diameter of the pad 4 is smaller than the outer diameters of the first bushing 2 and the second bushing 3. The first bushing 2 is covered by a first housing 12, and the second bushing 3 is covered by a second housing 22. The opposite sides of the first housing 12 and the second housing 22 are referred to as the opposing surfaces. The opposing surface of the first housing 12 is a stepped surface 12a, and the opposing surface of the second housing 22 is adapted to the opposing surface of the first housing 12. The first housing 12 and the second housing 22 are mated together. This structural design improves the overall structural stability of the bushings, prevents deformation and damage caused by external impacts or vibrations during use, extends the service life of the bushings, and reduces maintenance costs. At the same time, the housing enclosure also enhances the durability of the bushings, enabling them to better adapt to complex road conditions and driving conditions.

[0031] The side opposite to the first bushing 2 and the second bushing 3 is referred to as the opposite side. Both sides of one end of the inner frame 1 are provided with buckles 6, which abut against the opposite side of the first bushing 2. The buckle 6 structure is designed in combination with interference fit to ensure the pull-out force of the inner frame 1, effectively avoiding interference failure due to tolerance and avoiding the risk of failure of the torsion beam bushing during assembly.

[0032] Example 2, as Figures 1 to 4 As shown, the inner skeleton 1 is a flat rod-shaped structure. The length direction of the inner skeleton 1 is the X direction, and the width direction of the inner skeleton 1 is the Y direction. The buckle 6 is located on the side of the inner skeleton 1 in the X direction.

[0033] The first bushing 2 includes a first inner core 11, a first rubber component 13, and a second rubber component 14. The first inner core 11 and the first housing 12 are coaxially arranged and connected by the first rubber component 13 and the second rubber component 14. The second bushing 3 has the same structure as the first bushing 2. The identical structure of the first bushing 2 and the second bushing 3 ensures the symmetry and consistency of the entire torsion beam bushing, thus ensuring the product performance of the torsion beam bushing.

[0034] The first rubber component 13 and the second rubber component 14 are made of different materials and are not connected. Using rubber components of different materials can meet stiffness requirements in different directions and with different strengths, allowing for flexible adjustment of radial stiffness. The non-connected design enables each rubber component to work independently, avoiding mutual interference and improving shock absorption and cushioning effects.

[0035] Both the first rubber component 13 and the second rubber component 14 extend towards the inner wall of the first housing 12 to form a first outer arc-shaped piece 30. The first outer arc-shaped piece 30 fits against the inner wall of the first housing 12, and its structure is adapted to the structure of the inner wall of the first housing 12. There is a gap between adjacent first outer arc-shaped pieces 30. The design of the outer arc-shaped piece 30 increases the contact area between the rubber component and the housing, improving the force transmission efficiency and stability. The gap between adjacent outer arc-shaped pieces 30 can accommodate the deformation of the rubber component under stress, allowing the outer arc-shaped pieces 30 to work independently, avoiding mutual interference, and improving the shock absorption and cushioning effect.

[0036] Both the first rubber component 13 and the second rubber component 14 include an inner arc-shaped sheet 32, which is attached to the outer circumferential surface of the first inner core 11, with a gap between adjacent inner arc-shaped sheets 32. The design of the inner arc-shaped sheet 32 ​​improves the connection strength between the rubber component and the inner core, ensuring effective force transmission. The gap between adjacent inner arc-shaped sheets 32 can also accommodate the deformation of the rubber component, reducing stress concentration and improving the elasticity and cushioning performance of the rubber component.

[0037] A spacer 4 is provided between the first bushing 2 and the second bushing 3 to accommodate the pad 4, which is a disc-shaped structure. The disc-shaped pad 4 is reasonably positioned between the first bushing 2 and the second bushing 3, which effectively increases axial stiffness and avoids direct contact between the first bushing 2 and the second bushing 3, thus reducing friction and wear.

[0038] The first bushing 2 includes two first rubber components 13 and two second rubber components 14. The first rubber components 13 and the second rubber components 14 are both fan-shaped block structures. The two first rubber components 13 are positioned opposite each other along the X-axis of the inner frame 1, and the two second rubber components 14 are positioned opposite each other along the Y-axis of the inner frame 1. The first and second rubber components 13 and 14 are spaced apart and surround the outer periphery of the first inner core 11. The fan-shaped block structure of the rubber components allows for uniform distribution and support, improving the bushing's load-bearing capacity and stability in all directions. The spaced arrangement effectively disperses and transmits stress, reducing local stress concentration and improving the overall performance of the bushing.

[0039] The first bushing 2 and the second bushing 3 are fitted with an outer shell 5, which covers the outer peripheral surfaces of the first bushing 2 and the second bushing 3. The outer shell 5 further enhances the integrity and rigidity of the bushings and protects the internal rubber parts and bushing structure from the influence of the external environment.

[0040] The rest of the contents of Example 2 are the same as those of Example 1.

[0041] The present application has been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the present application. The descriptions of the embodiments above are only for the purpose of helping to understand the present application and its core ideas. It should be noted that those skilled in the art can make several improvements and modifications to the present application without departing from the principles of the present application, and these improvements and modifications also fall within the protection scope of the claims of the present application.

Claims

1. A vehicle torsion beam bushing, characterized by, The inner frame (1) is provided with a first bushing (2), a pad (4) and a second bushing (3) in sequence along the outer axial direction of the inner frame (1). The pad (4) is located between the first bushing (2) and the second bushing (3). The outer diameter of the pad (4) is smaller than the outer diameter of the first bushing (2) and the second bushing (3). The first bushing (2) is covered with a first shell (12), and the second bushing (3) is covered with a second shell (22). The opposite side of the first shell (12) and the second shell (22) is called the opposite surface. The opposite surface of the first shell (12) is a stepped surface (12a). The opposite surface of the second shell (22) is adapted to the opposite surface of the first shell (12). The first shell (12) and the second shell (22) are connected.

2. The automotive torsion beam bushing of claim 1, wherein, The side opposite to the first bushing (2) and the second bushing (3) is called the opposite side. Both sides of one end of the inner frame (1) are provided with buckles (6), and the buckles (6) abut against the opposite side of the first bushing (2).

3. The automotive torsion beam bushing of claim 2, wherein, The inner skeleton (1) is a flat rod-shaped structure. The length direction of the inner skeleton (1) is the X direction, and the width direction of the inner skeleton (1) is the Y direction. The buckle (6) is located on the side of the inner skeleton (1) in the X direction.

4. The automotive torsion beam bushing of claim 1, wherein, The first bushing (2) includes a first inner core (11), a first rubber component (13) and a second rubber component (14). The first inner core (11) and the first housing (12) are coaxially arranged and connected by the first rubber component (13) and the second rubber component (14). The second bushing (3) has the same structure as the first bushing (2).

5. The automotive torsion beam bushing of claim 4, wherein, The first rubber part (13) and the second rubber part (14) are made of different materials and are not connected.

6. An automotive torsion beam bushing according to claim 4 or 5, characterized in that, The first rubber component (13) and the second rubber component (14) both extend towards the inner wall of the first housing (12) to form a first outer arc-shaped piece (30). The first outer arc-shaped piece (30) is attached to the inner wall of the first housing (12). The structure of the first outer arc-shaped piece (30) is adapted to the structure of the inner wall of the first housing (12) where it is located. There is a gap between two adjacent first outer arc-shaped pieces (30).

7. The automotive torsion beam bushing of claim 4, wherein, Both the first rubber component (13) and the second rubber component (14) include an inner arc-shaped piece (32), which is attached to the outer peripheral surface of the first inner core (11), and there is a gap between two adjacent inner arc-shaped pieces (32).

8. The automotive torsion beam bushing of claim 4, wherein, There is a gap between the first bushing (2) and the second bushing (3) for receiving a pad (4), which is a disc-shaped structure.

9. The automotive torsion beam bushing of claim 3, wherein, The first bushing (2) includes two first rubber parts (13) and two second rubber parts (14). The first rubber parts (13) are generally in the shape of a fan-shaped block structure, and the second rubber parts (14) are generally in the shape of a fan-shaped block structure. The two first rubber parts (13) are arranged opposite to each other and are located in the X direction of the inner skeleton (1). The two second rubber parts (14) are arranged opposite to each other and are located in the Y direction of the inner skeleton (1). The first rubber parts (13) and the second rubber parts (14) are arranged at intervals around the outer periphery of the first inner core (11).

10. The automotive torsion beam bushing of claim 1, wherein, The first bushing (2) and the second bushing (3) are fitted with a shell (5), which covers the outer periphery of the first bushing (2) and the outer periphery of the second bushing (3).

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