Suspension tie rod and vehicle

Abstract

The application relates to a kind of suspension tie rod and vehicle, belong to vehicle damping technical field, it includes: tie rod framework, first bush assembly and second bush assembly;Wherein, tie rod framework is twisted arrangement;First bush assembly is set to one end of tie rod framework;Second bush assembly is set to one end of tie rod framework away from first bush assembly.Tie rod framework is twisted arrangement, and the stress can be dispersed along the twisted framework when tie rod framework is stressed, avoid stress concentration in a point, to effectively improve the strength and durability of tie rod framework.Twisted framework design can also make tie rod framework maintain the stability and reliability of structure when bearing force in different directions, enhance its adaptability under complex working conditions.Compared with the traditional straight tie rod framework, the twisted tie rod framework can better disperse stress, reduce damage caused by local stress overload.At the same time, the design can simplify manufacturing and assembly process, reduce the production cost of whole vehicle.

Description

Technical Field

[0001] This application relates to the technical field of vehicle vibration reduction, and more particularly to a suspension tie rod and a vehicle. Background Technology

[0002] Vehicle suspension tie rods are part of the automotive powertrain suspension system, typically consisting of large bushings, small bushings, and brackets. The main function of the suspension tie rods is to control the movement, displacement, and torsional angle of the powertrain, preventing excessive vibration and displacement of the powertrain during vehicle operation, thereby reducing vehicle vibration and noise, and improving vehicle comfort and stability.

[0003] Traditional tie rod suspension frame structures are prone to deformation and breakage during long-term use due to mechanical stress concentration and material fatigue, leading to decreased vehicle stability and affecting driving safety. Furthermore, traditional structures require high precision during manufacturing and involve complex assembly, increasing production costs. Utility Model Content

[0004] This application addresses, to at least some extent, one of the technical problems in the related art.

[0005] Therefore, this application aims to provide a suspension tie rod and vehicle, wherein the tie rod frame is torsional. This torsional structure allows stress to be dispersed along the torsional frame when under load, preventing stress concentration at a single point and effectively improving the strength and durability of the tie rod frame. The torsional frame design also enables the tie rod frame to maintain structural stability and reliability when subjected to forces in different directions, enhancing its adaptability under complex working conditions.

[0006] To achieve the above objectives, in a first aspect, this application provides a suspension rod, comprising: A tie rod frame, wherein the tie rod frame is torn; A first bushing assembly is disposed at one end of the tie rod frame; A second bushing assembly is disposed at the end of the tie rod frame away from the first bushing assembly.

[0007] In this technical solution, the tie rod frame is torsional in design. This torsional structure allows stress to be dispersed along the torsional frame when under load, preventing stress concentration at any single point and effectively improving the strength and durability of the tie rod frame. The torsional frame design also ensures structural stability and reliability when subjected to forces in different directions, enhancing its adaptability to complex operating conditions. Compared to traditional straight tie rod frames, this torsional tie rod frame better disperses stress, reduces damage caused by localized stress overload, extends the service life of the tie rod frame, and provides strong protection for vehicle driving safety. Simultaneously, this design simplifies manufacturing and assembly processes, reducing overall vehicle production costs.

[0008] In some embodiments of this application, the peripheral wall of the tie rod frame has at least one edge, which is arranged in a spiral shape around the tie rod frame.

[0009] In the technical solution, the tie rod frame is ensured to be non-cylindrical to guarantee its torsional configuration. At least one helical edge is provided on the peripheral wall of the tie rod frame. This edge gradually disperses the torsional stress along the helical path, preventing excessive stress concentration at any single cross-section. The helical edge design increases the torsional strength of the tie rod frame while making the stress distribution more uniform, reducing the risk of fatigue cracks caused by torsional stress. This enhances the load-bearing capacity of the tie rod frame, enabling it to maintain stable performance even under large torsional moments, reducing maintenance costs, and improving vehicle stability and safety.

[0010] In some embodiments of this application, on the tie rod frame, the surface where the torsion edge is located is a torsion surface, the plane on the side of the torsion surface closer to the first bushing assembly is a first plane, the surface on the side of the torsion surface closer to the second bushing assembly is a second plane, and the first plane and the second plane are set at an angle.

[0011] The technical solution ensures continuous torsion of the torsion surface, preventing parallelism on both sides caused by clockwise torsion followed by counterclockwise torsion. This ensures the continuity of the torsion segment, effectively distributing and transferring stress throughout the entire torsion segment. Furthermore, it avoids torsion of 180° or multiples of 180°, as these conditions result in poor torsion performance of the tie rod frame, thus guaranteeing the overall structural strength of the tie rod frame.

[0012] In some embodiments of this application, when the cross-section of the tie rod skeleton moves along the length direction of the tie rod skeleton, the torsion edge within the cross-section rotates clockwise or counterclockwise.

[0013] In this technical solution, the edges of the tie rod frame are spirally arranged like a thread, ensuring continuous torsion of the torsional surface and preventing parallelism caused by clockwise and then counterclockwise torsion. This ensures effective stress dispersion of the tie rod frame, preventing excessive stress concentration in any area and improving structural strength. The tie rod frame can gradually transfer and disperse stress along a specific direction of rotation. This improves the torsional strength of the tie rod frame and enhances its adaptability under different force directions, allowing it to maintain good performance under various torsional moments, reducing the risk of damage due to stress concentration, extending the service life of the tie rod frame, and ensuring the stability and safety of vehicle operation.

[0014] In some embodiments of this application, the angle by which the torsion edge rotates from one end of the torsion surface to the other end is the torsion angle of the tie rod frame; The torsion angle of the tie rod frame is 70°~110°.

[0015] In this technical solution, the tie rod frame achieves optimal stress dispersion within a torsion angle of 70° to 110°. When the torsion angle is within this range, the torsional edge distributes the torsional force evenly across the entire tie rod frame, preventing excessive stress concentration in any localized area. Simultaneously, this torsion angle range ensures the tie rod frame possesses sufficient stiffness and strength, preventing excessive deformation or damage when subjected to large torsional moments. In practical applications, this torsion angle design helps improve the overall performance of the tie rod frame, enabling it to maintain stable operation under various working conditions and providing reliable assurance for vehicle driving safety.

[0016] In some embodiments of this application, the torsion angle of the tie rod frame is 90°.

[0017] In this technical solution, a 90° torsion angle provides the best stress dispersion for the tie rod frame. The torsion edge evenly distributes the torsional force across the entire frame, ensuring balanced stress distribution and preventing stress concentration. Simultaneously, the 90° torsion angle ensures the tie rod frame possesses good rigidity and strength, maintaining stable performance even under large torsional moments and preventing deformation or damage. This design not only improves the fatigue resistance of the tie rod frame but also enhances its reliability during long-term use, extending its service life and providing strong protection for vehicle stability and safety.

[0018] In some embodiments of this application, a first mounting cavity and a second mounting cavity are respectively provided at both ends of the tie rod frame; The first bushing assembly is disposed in the first mounting cavity; The second bushing assembly is disposed in the second mounting cavity; A rear bracket is mounted on the first bushing assembly.

[0019] In this technical solution, the first bushing assembly and the second bushing assembly are connected through a first mounting cavity and a second mounting cavity. The first and second bushing assemblies in the suspension tie rod can be connected to the vehicle body and powertrain. This allows the suspension tie rod to better withstand various complex loads during vehicle operation, reducing the transmission of vibration and impact, and improving vehicle comfort and handling.

[0020] In some embodiments of this application, the first bushing assembly includes: A first outer tube is disposed in the first mounting cavity; A first elastic body is disposed inside the first outer tube; a first insertion hole is provided through the first elastic body. A first inner tube is disposed in the first insertion hole; spline portions are provided at both ends of the first inner tube. The rear support has a spline groove, the rear support clamps the first bushing assembly, and the spline portion is inserted into the corresponding spline groove.

[0021] In this technical solution, when the rear bracket is connected to the splined section of the first inner tube, pressure is applied using specialized riveting equipment. This causes the riveting points of the first inner tube to undergo plastic deformation under pressure, embedding themselves into the spline groove of the rear bracket to form a robust connection. This riveting connection method not only improves connection strength and rigidity, reduces stress concentration points, enhances structural durability, and reduces vibration transmission, but also reduces the number of parts, simplifies the structure, and lowers production costs.

[0022] In addition, this application also provides a vehicle including a body, a powertrain, and a suspension rod as described above; the suspension rod is used to connect the body to the powertrain.

[0023] In this technical solution, suspension tie rods are used in vehicles to connect the body and powertrain. These tie rods effectively distribute stress, improve structural strength, and reduce the transmission of vibrations and impacts generated by the powertrain during operation to the vehicle body, thereby enhancing vehicle comfort and handling performance. Simultaneously, their torsional tie rod frame better adapts to various complex operating conditions during vehicle operation, ensuring vehicle stability and reliability under different road conditions, extending vehicle lifespan, and providing passengers with a safer and more comfortable driving experience.

[0024] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0025] Figure 1 This is a partial structural schematic diagram of a suspension rod according to an embodiment of this application; Figure 2 This is a schematic diagram of the overall structure of the suspension rod according to the embodiments of this application; Figure 3 This is a cross-sectional view of an embodiment of a suspension rod according to the present application; Figure 4 This is a cross-sectional view of another embodiment of the suspension rod according to the present application; Figure 5 This is a schematic diagram of the structure of the first bushing assembly of the suspension rod according to an embodiment of this application; Figure 6 This is a schematic diagram of the rear support of the suspension rod according to an embodiment of this application; Figure 7 This is a schematic diagram of the structure of the second bushing assembly of the suspension rod according to an embodiment of this application.

[0026] In the above figures: 100, tie rod frame; 101, edge; 102, torsion edge; 103, torsion surface; 200. First bushing assembly; 201. First outer tube; 202. First elastomer; 203. First inner tube; 2031. Spline portion; 300. Second bushing assembly; 301. Second outer tube; 302. Second elastomer; 303. Second inner tube; 400, rear bracket; 401, spline groove. Detailed Implementation

[0027] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature. In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0028] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments. It should be noted that in the automotive industry, vehicle suspension struts are part of the powertrain suspension system, typically consisting of large bushings, small bushings, and brackets. The main function of suspension struts is to control the movement, displacement, and torsional angle of the powertrain, preventing excessive vibration and displacement of the powertrain during vehicle operation, thereby reducing vehicle vibration and noise, and improving vehicle comfort and stability.

[0029] In existing technologies, traditional tie rod suspension frame structures are prone to deformation and breakage during long-term use due to mechanical stress concentration and material fatigue, leading to decreased vehicle stability and affecting driving safety. Furthermore, traditional structures require high precision during manufacturing and involve complex assembly, increasing production costs.

[0030] Based on this, this application proposes a suspension tie rod and vehicle, in which the tie rod frame is torsional. The torsional structure allows the stress to be dispersed along the torsional frame when the tie rod frame is under force, avoiding stress concentration at a certain point, thereby effectively improving the strength and durability of the tie rod frame.

[0031] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0032] Please refer to all the accompanying drawings. In one schematic embodiment of the suspension tie rod and vehicle of this application, the suspension tie rod includes a tie rod frame 100, which is torsional. The tie rod frame 100 is the core load-bearing and connecting structure in the suspension tie rod, and its core function is to transmit and bear the load and maintain the geometric stability and dynamic performance of the system.

[0033] In some embodiments, the suspension rod further includes a first bushing assembly 200, which is disposed at one end of the rod frame 100. The core function of the first bushing assembly 200 is to provide flexible connection, dampen vibration and impact, and achieve multi-dimensional displacement compensation.

[0034] In some embodiments, the suspension rod further includes a second bushing assembly 300, which is disposed at the end of the rod frame 100 away from the first bushing assembly 200. The core function of the second bushing assembly 300 is to provide flexible connection, dampen vibration and impact, and achieve multi-dimensional displacement compensation.

[0035] In the existing technology, the tie rod frame 100 is designed as a support rod. Due to mechanical stress concentration and material fatigue, it is prone to deformation and breakage during long-term use.

[0036] In this application, the tie rod frame 100 is torsional in design. This torsional structure allows stress to be dispersed along the torsional frame when under load, preventing stress concentration at a single point and effectively improving the strength and durability of the tie rod frame 100. The torsional frame design also enables the tie rod frame 100 to maintain structural stability and reliability when subjected to forces in different directions, enhancing its adaptability under complex working conditions. Compared to the traditional straight tie rod frame 100, this torsional tie rod frame 100 can better disperse stress, reduce damage caused by localized stress overload, extend the service life of the tie rod frame 100, and provide strong protection for vehicle driving safety. Simultaneously, this design simplifies manufacturing and assembly processes, reducing overall vehicle production costs.

[0037] In some embodiments, the first bushing assembly 200 is used to connect to the vehicle body, and the second bushing assembly 300 is used to connect to the powertrain.

[0038] In another embodiment, the first bushing assembly 200 is used to connect the powertrain, and the second bushing assembly 300 is used to connect the vehicle body.

[0039] It is understandable that the torsion of the tie rod frame 100 refers to the rotation of one end of the tie rod frame 100 around the centerline of the tie rod frame 100 relative to the other end by a certain angle. Here, the centerline of the tie rod frame 100 refers to the line connecting the center points of any cross-section of the tie rod frame 100.

[0040] Furthermore, it can be understood that the tie rod frame 100 twists along its own centerline, rather than being spirally arranged as is commonly understood.

[0041] In some embodiments, the tie rod frame 100 is not cylindrical, thereby ensuring that the tie rod frame 100 can be in a torsional state.

[0042] In some embodiments, the tie rod frame 100 has at least one edge 101 on its peripheral wall, and the edge 101 is spirally arranged around the tie rod frame 100. This ensures that the tie rod frame 100 is not cylindrical, thereby guaranteeing that the tie rod frame 100 is torsional. The presence of at least one spiral edge 101 on the peripheral wall of the tie rod frame 100 allows the edge 101 to gradually disperse the stress generated by torsion along the spiral path, preventing excessive stress concentration at a certain cross-section. The spiral edge 101 design increases the torsional strength of the tie rod frame 100, while also making the stress distribution more uniform, reducing the risk of fatigue cracks caused by torsional stress. This enhances the load-bearing capacity of the tie rod frame 100, enabling it to maintain stable performance even under large torsional moments, reducing maintenance costs, and improving vehicle stability and safety.

[0043] Specifically, the edge 101 is disposed on the peripheral wall of the tie rod frame 100. This ensures that the tie rod frame 100 is not cylindrical, and the spiral arrangement of the edge 101 ensures that the tie rod frame 100 is a torsional structure. When the tie rod frame 100 is subjected to force, the stress generated by torsion is gradually dispersed along the spiral path, avoiding excessive stress concentration at a certain cross-section. This improves the torsional strength of the tie rod frame 100, makes the stress distribution more uniform, and thus effectively reduces the risk of fatigue cracks caused by torsional stress.

[0044] In some embodiments, the torsional section of the tie rod frame 100 is a torsional segment. At least one edge of the cross-section of any point on the torsional segment is a torsional edge 102, and at least one of the edges connected to the torsional edge 102 is non-smoothly connected. The design of the torsional edge 102 ensures that the torsional segment is not cylindrical, guaranteeing that the torsional segment is a torsional structure. The torsional segment includes at least one edge 101. When the tie rod frame 100 is under stress, the stress can be dispersed along the torsional direction of the torsional segment, avoiding stress concentration at a single point, thereby effectively improving the strength and durability of the tie rod frame 100. The design of the torsional frame also enables the tie rod frame 100 to maintain structural stability and reliability when subjected to forces in different directions, enhancing its adaptability under complex working conditions.

[0045] It is understandable that the cross-section of the tie rod frame 100 refers to the cross-section perpendicular to the length direction of the tie rod frame 100.

[0046] In some embodiments, the cross-section of the tie rod frame 100 is not circular. The cross-section of the tie rod frame 100 can be elliptical or other shapes, which do not have sharp edges, but still have torsional properties.

[0047] Furthermore, the twisted edge 102 can be either a straight line segment or a curve.

[0048] In one embodiment, there may be only one twisted edge 102, with the remaining edges being arc segments. In this case, there are two possibilities: In the first scenario, the two ends of the straight segment of the twisted edge 102 connect to the two ends of the arc segment. Alternatively, one end of the twisted edge 102 can be tangent to the arc segment. In this case, the point where the arc segment and the twisted edge 102 do not tangent will form an angle, which is the aforementioned edge 101. Or, the twisted edge 102 and the arc segment may not tangent; in this case, the point where the twisted edge 102 and the arc segment connect is where edge 101 is located.

[0049] In the second scenario, the twisted edge 102 is also an arc segment, with both ends of the twisted edge 102 connected to the two ends of the arc segment. In this case, it is ensured that the curvature of the twisted edge 102 is different from that of the arc segment. This ensures that at least one connection point between the twisted edge 102 and the arc segment is angular, thereby ensuring that the tie rod frame 100 has at least one edge 101.

[0050] In another embodiment, on the tie rod frame 100, the surface where the torsion edge 102 is located is a torsion surface 103. There can be multiple torsion edges 102, that is, there can be multiple torsion surfaces 103. The included angle between multiple torsion surfaces 103 is the aforementioned edge 101.

[0051] Furthermore, the peripheral walls of the tie rod frame 100 can all be formed by twisted surfaces 103. Alternatively, multiple twisted surfaces 103 and several arc surfaces (the surfaces where the arc edges of the aforementioned non-twisted edges 102 are located) can be formed.

[0052] In summary, ensuring the existence of at least one torsion edge 102 in this application solution is sufficient to ensure that the peripheral wall of the tie rod frame 100 has an edge 101.

[0053] In some embodiments, the cross-section of the tie rod frame 100 is preferably a regular polygon. Preferably, the cross-section of the tie rod frame 100 is rectangular or triangular.

[0054] In some embodiments, on the tie rod frame 100, the surface containing the torsion edge 102 is the torsion surface 103, the plane of the torsion surface 103 near the first bushing assembly 200 is the first plane, and the plane of the torsion surface 103 near the second bushing assembly 300 is the second plane. The first plane and the second plane are set at an angle. This ensures the continuous torsion of the torsion surface 103, avoiding the parallelism caused by clockwise torsion followed by counterclockwise torsion. This ensures the continuity of the torsion of the torsion segment. This ensures that the entire torsion segment can effectively distribute and transfer stress. In addition, it avoids the occurrence of torsion of 180° and multiples of 180°, in which case the torsion effect of the tie rod frame 100 is poor, thereby ensuring the overall structural strength of the tie rod frame 100.

[0055] In some embodiments, when the cross-section of the tie rod frame 100 moves along its length, the torsional edge 102 within the cross-section rotates clockwise or counterclockwise. This design causes the edges 101 of the tie rod frame 100 to be spirally arranged like a thread, ensuring continuous torsion of the torsional surface 103 and preventing parallelism caused by clockwise and then counterclockwise torsions. This ensures effective stress dispersion of the tie rod frame 100, preventing excessive stress concentration in a particular area and improving structural strength. The tie rod frame 100 can gradually transfer and disperse stress along a specific rotational direction. This improves the torsional strength of the tie rod frame 100 and enhances its adaptability under different force directions, allowing it to maintain good performance under various torsional moments, reducing the risk of damage due to stress concentration, extending its service life, and ensuring vehicle stability and safety.

[0056] It is worth noting that the purpose of this design is to ensure that the torsion direction of the tie rod frame 100 is set in a single direction, so as to avoid the situation where it is torsioned in the opposite direction after being torsioned at a certain angle. In this case, stress concentration will be formed at the intersection of the two torsion directions, which will make the tie rod frame 100 prone to breakage.

[0057] In some embodiments, the angle by which the torsion edge 102 rotates from one end of the torsion surface 103 to the other end is the torsion angle of the tie rod frame 100; the torsion angle of the tie rod frame 100 is not less than 70°. If the torsion angle of the tie rod frame 100 is less than 70°, its torsion angle is too small and cannot effectively disperse stress. It is not much different from the straight rod-shaped tie rod frame 100 in the prior art, and it will affect production.

[0058] In some embodiments, the torsion angle of the tie rod frame 100 does not exceed 110°. If the torsion angle exceeds 110°, the excessive torsion angle will cause the tie rod frame 100 to become twisted, resulting in uneven stress distribution, local stress concentration, and increased risk of fatigue cracks; the structural strength will decrease, the stiffness of local areas will be unbalanced, and it will be prone to deformation or fracture; the adaptability to complex working conditions will be reduced, the dynamic performance will deteriorate, and the vehicle stability will be affected; at the same time, the manufacturing and assembly costs will also increase.

[0059] In some embodiments, the torsion angle of the tie rod frame 100 is 70° to 110°. It is understood that this angle range includes both 70° and 110° at the endpoints. Within a torsion angle range of 70° to 110°, the tie rod frame 100 achieves optimal stress dispersion. When the torsion angle is within this range, the torsion edge 102 can evenly distribute the torsional force across the entire tie rod frame 100, preventing excessive stress concentration in a localized area. Simultaneously, this torsion angle range ensures that the tie rod frame 100 possesses sufficient stiffness and strength, preventing excessive deformation or damage when subjected to large torsional moments. In practical applications, this torsion angle design helps improve the overall performance of the tie rod frame 100, enabling it to maintain stable operation under various working conditions and providing reliable assurance for vehicle driving safety.

[0060] Preferably, the torsion angle of the tie rod frame 100 is 90°. At a torsion angle of 90°, the stress dispersion effect of the tie rod frame 100 is optimal. The torsion edge 102 can evenly distribute the torsional force across the entire frame, ensuring balanced stress distribution and preventing stress concentration. Simultaneously, the 90° torsion angle also ensures that the tie rod frame 100 possesses good rigidity and strength, maintaining stable performance even under large torsional moments and preventing deformation or damage. This design not only improves the fatigue resistance of the tie rod frame 100 but also enhances its reliability during long-term use, extending its service life and providing strong protection for vehicle driving stability and safety.

[0061] In some embodiments, the tie rod frame 100 has a first mounting cavity and a second mounting cavity at both ends; a first bushing assembly 200 is disposed in the first mounting cavity; a second bushing assembly 300 is disposed in the second mounting cavity; and a rear bracket 400 is mounted on the first bushing assembly 200. The first bushing assembly 200 and the second bushing assembly 300 are connected through the first and second mounting cavities. The first bushing assembly 200 and the second bushing assembly 300 in the suspension tie rod can be connected to the vehicle body and powertrain. This allows the suspension tie rod to better withstand various complex loads during vehicle operation, reduces the transmission of vibration and impact, and improves vehicle comfort and handling.

[0062] In some embodiments, the first bushing assembly 200 includes a first outer tube 201, a first elastic body 202, and a first inner tube 203. The first outer tube 201 is disposed in a first mounting cavity; the first elastic body 202 is disposed inside the first outer tube 201; a first insertion hole is formed through the first elastic body 202; the first inner tube 203 is disposed in the first insertion hole; spline portions 2031 are provided at both ends of the first inner tube 203; a spline groove 401 is formed on the rear bracket 400, the rear bracket 400 clamps the first bushing assembly 200, and the spline portions 2031 are inserted into the corresponding spline grooves 401. When the rear bracket 400 is connected to the spline portions 2031 of the first inner tube 203, pressure is applied by a dedicated riveting device, causing the riveting points of the first inner tube 203 to undergo plastic deformation under pressure and embed into the spline grooves 401 of the rear bracket 400, forming a firm connection. This riveting connection method not only improves connection strength and rigidity, but also reduces stress concentration points, enhances structural durability, and reduces vibration transmission; it also reduces the number of parts, simplifies the structure, and lowers production costs.

[0063] Furthermore, the first elastomer 202 is made of elastic materials such as rubber, resin, and silicone, which serves to buffer vibrations.

[0064] In some embodiments, the second bushing assembly 300 includes a second outer tube 301, a second elastic body 302, and a second inner tube 303. The second outer tube 301 is disposed in the second mounting cavity; the second elastic body 302 is disposed inside the second outer tube 301; a second insertion hole is provided through the second elastic body 302; and the second inner tube 303 is disposed in the second insertion hole.

[0065] Furthermore, the second elastomer 302 is made of elastic materials such as rubber, resin, and silicone, which serves to buffer vibrations.

[0066] In some embodiments, the rear bracket 400 is used to connect to the vehicle body, and the second inner tube 303 is used to connect to the powertrain. Alternatively, the rear bracket 400 is used to connect to the powertrain, and the second inner tube 303 is used to connect to the vehicle body.

[0067] Furthermore, this application also provides a vehicle comprising a body, a powertrain, and a suspension tie rod as described above; the suspension tie rod is used to connect the body and the powertrain. The suspension tie rod is applied in the vehicle to connect the body and the powertrain. This suspension tie rod can effectively disperse stress, improve structural strength, and reduce the transmission of vibrations and impacts generated by the powertrain during operation to the body, thereby improving the vehicle's comfort and handling performance. Simultaneously, its torsional tie rod frame 100 can better adapt to various complex operating conditions during vehicle operation, ensuring the vehicle's stability and reliability under different road conditions, extending the vehicle's service life, and providing passengers with a safer and more comfortable driving experience.

[0068] In some embodiments, the first inner tube 203 is connected to the vehicle body, and the second inner tube 303 is connected to the powertrain. Alternatively, the first inner tube 203 is connected to the powertrain, and the second inner tube 303 is connected to the vehicle body.

[0069] In some embodiments, the rear bracket 400 is connected to the vehicle body, and the second inner tube 303 is connected to the powertrain. Alternatively, the rear bracket 400 is connected to the powertrain, and the second inner tube 303 is connected to the vehicle body.

[0070] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A suspension rod, characterized in that, It includes: A tie rod frame (100) is twisted; A first bushing assembly (200) is disposed at one end of the tie rod frame (100); A second bushing assembly (300) is disposed at the end of the tie rod frame (100) away from the first bushing assembly (200).

2. The suspension rod according to claim 1, characterized in that, The tie rod frame (100) has at least one edge (101) on its peripheral wall, and the edge (101) is arranged in a spiral shape around the tie rod frame (100).

3. The suspension rod according to claim 1, characterized in that, The cross-section of the tie rod frame (100) is not circular.

4. The suspension rod according to claim 1, characterized in that, The twisted section of the tie rod frame (100) is called the twisted section. At least one side of any cross section of the twisted section is a twisted edge (102). The surface on the tie rod frame (100) where the twisted edge (102) is located is called the twisted surface (103). The plane of the twisted surface (103) near the first bushing assembly (200) is called the first plane. The plane of the twisted surface (103) near the second bushing assembly (300) is called the second plane. The first plane and the second plane are set at an angle.

5. The suspension rod according to claim 4, characterized in that, When the cross-section of the tie rod frame (100) moves along the length direction of the tie rod frame (100), the torsion edge (102) within the cross-section rotates clockwise or counterclockwise.

6. The suspension rod according to claim 4, characterized in that, The angle by which the twisted edge (102) rotates from one end of the twisted surface (103) to the other end is the twist angle of the tie rod frame (100); The torsion angle of the tie rod frame (100) is 70°~110°.

7. The suspension rod according to claim 6, characterized in that, The torsion angle of the tie rod frame (100) is 90°.

8. The suspension rod according to claim 1, characterized in that, The tie rod frame (100) has a first mounting cavity and a second mounting cavity at its two ends, respectively; The first bushing assembly (200) is disposed in the first mounting cavity; The second bushing assembly (300) is disposed in the second mounting cavity; A rear bracket (400) is mounted on the first bushing assembly (200).

9. The suspension rod according to claim 8, characterized in that, The first bushing assembly (200) includes: The first outer tube (201) is disposed in the first mounting cavity; A first elastic body (202) is disposed inside the first outer tube (201); a first insertion hole is provided through the first elastic body (202); A first inner tube (203) is disposed in the first insertion hole; spline portions (2031) are provided at both ends of the first inner tube (203); The rear support (400) has a spline groove (401) and holds the first bushing assembly (200). The spline portion (2031) is inserted into the corresponding spline groove (401).

10. A vehicle, characterized in that, It includes the body, the powertrain, and the suspension tie rod as described in any one of claims 1 to 9; The suspension rod is used to connect the vehicle body to the powertrain.

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