Suspension tie rod structure and vehicle

Abstract

This utility model provides a suspension tie rod structure and vehicle, belonging to the field of automotive vibration reduction technology. It includes: a bushing assembly and two separate tie rod frames. The bushing assembly includes an inner core, an outer tube, and a rubber body connecting the inner core and the outer tube. The two tie rod frames are coaxially mounted on the bushing assembly, with a deformation gap reserved between them. Each tie rod frame has mounting holes for assembling the bushing assembly. The suspension tie rod structure provided by this utility model adopts a separate tie rod frame, with two independent tie rod frames assembled on the bushing assembly. The deformation gap between the two tie rod frames breaks the axial force transmission channel between them, and the bushing assembly absorbs and transmits load or energy at the deformation gap, avoiding the risk of cracking in the tie rod frame and thus improving the fatigue durability of the overall structure.

Description

Technical Field

[0001] This utility model belongs to the field of automotive vibration reduction technology, and more specifically, it relates to a suspension tie rod structure and a vehicle. Background Technology

[0002] In the automotive industry, the suspension system is one of the key components connecting the vehicle body and frame. Its main functions are to transmit power, absorb vibrations, and maintain vehicle stability and comfort. Traditional suspension tie rod structures typically use a single rubber bushing with a single rubber main rib and a one-piece sheet metal tie rod frame, which presents the following problems during use: (1) The integral sheet metal tie rod frame is prone to cracks and fatigue damage under cyclic load, which can lead to fracture.

[0003] (2) The rubber bushing of a single rubber main rib is prone to aging and deformation when subjected to complex loads, resulting in fatigue damage and a reduction in the stiffness of the suspension system. Utility Model Content

[0004] The purpose of this utility model is to provide a suspension tie rod structure and vehicle, which aims to reduce fatigue damage of the suspension tie rod, improve the fatigue durability and performance stability of the suspension tie rod, and maintain the stability and ride comfort of the vehicle.

[0005] Firstly, to achieve the above objectives, the technical solution adopted by this utility model is as follows: a suspension tie rod structure is provided, comprising: a bushing assembly and two separate tie rod frames. The bushing assembly includes an inner core, an outer tube, and a rubber body connecting the inner core and the outer tube. The two tie rod frames are coaxially fitted onto the bushing assembly, and a deformation gap is reserved between the two tie rod frames. The tie rod frame has an assembly hole for assembling the bushing assembly.

[0006] To address the issue that integral sheet metal tie rod frames, while rigid, are prone to cracking, fatigue damage, and even breakage under cyclic loads, this invention provides a suspension tie rod structure that employs a split tie rod frame. Two independent tie rod frames are mounted on a bushing assembly, with a deformation gap between them. This gap breaks the axial force transmission channel between the two tie rod frames, allowing the bushing assembly to absorb and transmit loads or energy, thus preventing cracking. Specifically, when vibrations or loads from the vehicle are transmitted to the two tie rod frames and axially along the bushing assembly, the deformation gap allows the load to be transferred to the bushing assembly. The bushing assembly absorbs the load through buffering and vibration damping, reducing the energy of the load on the tie rod frame and preventing repeated load concentration on the tie rod frame, which could lead to fatigue damage and cracking. Furthermore, the deformation gap provides space for the tie rod frame to deform under load, preventing stress concentration and cracking caused by direct contact between the two tie rod frames.

[0007] Therefore, the suspension rod structure provided in this application has the following advantages compared with the prior art: (1) Significantly improved fatigue durability: The split tie rod frame significantly reduces the likelihood of cracking when subjected to cyclic loads, thus avoiding the risk of tie rod frame breakage and improving the fatigue durability of the suspension tie rod.

[0008] (2) Improve performance stability and ride comfort: After the load is transferred from the vehicle body or frame to the tie rod frame, it is smoothly transferred to another tie rod frame through the elastic deformation of the rubber body of the bushing assembly, and then to other components of the suspension system. Throughout the process, the cushioning effect of the rubber body and the dispersion effect of the split frames significantly reduce the transmission of vibration and impact, reduce the bumpy feeling during vehicle operation, and improve performance stability and ride comfort.

[0009] In conjunction with the first aspect, in one possible implementation, the tie rod frame has a connecting arm that connects to the vehicle frame and a support sleeve and a protrusion that extend on the same side of the connecting arm; The bushing assembly is mounted on the support sleeve, the two support sleeves are arranged opposite each other, the two protrusions are arranged opposite each other, and the support sleeves and the protrusions have a height difference along the axial direction of the bushing assembly; When the deformation gap is reserved between the two support sleeves, the two protrusions abut axially to limit axial movement. When the deformation gap is reserved between the two protrusions, the two support sleeves abut axially to limit axial movement.

[0010] In the above technical solution, the axial height of the support sleeve can be greater than that of the protrusion, and similarly, the axial height of the protrusion can be greater than that of the support sleeve. Both can ensure accurate positioning of the two tie rod frames while retaining the deformation gap between them.

[0011] In conjunction with the first aspect, in one possible implementation, the protrusion is an arc-shaped protrusion coaxial with the support sleeve, and the protrusion is located on the connecting arm at one end away from the connecting frame.

[0012] The support arm of the tie rod frame provided in this application is made of thin plate, and the support sleeve and arc protrusion are coaxial structures, both of which are thin-walled structures. This tie rod frame is formed by sheet metal stamping, which not only has a strong load-bearing capacity but is also lightweight. Compared with the cast tie rod frame, it has been verified to reduce weight by more than 30%. The two tie rod frames are arranged coaxially and symmetrically on the bushing assembly, which can avoid stress concentration and significantly improve the resistance to axial tension, radial compression and torsion, thereby greatly improving the overall durability of the suspension tie rod structure.

[0013] In conjunction with the first aspect, in one possible implementation, the rubber body includes a first rubber main rib and a second rubber main rib vulcanized between the inner core and the outer tube, wherein the first rubber main rib is arranged symmetrically with respect to the center of the outer tube, and the second rubber main rib is arranged symmetrically with respect to the center of the outer tube.

[0014] In the above technical solution, multiple rubber main ribs form multiple force transmission channels. The vibration or load of the powertrain can be distributed and transmitted through different rubber main ribs, avoiding excessive deformation or stress damage in local areas due to load concentration. This can significantly optimize the overall stress performance and structural stability, improve overall durability, overall stability, and ride comfort.

[0015] In conjunction with the first aspect, in one possible implementation, the included angle α formed between the two first rubber main ribs is in the range of 90° < a < 180°, and the included angle b formed between the two second rubber main ribs is in the range of 90° < b < 180°. Furthermore, the two second rubber main bars and the two first rubber main bars are arranged symmetrically along the same axis of symmetry; The tie rod frame has a connection hole at one end connected to the frame, and the connection hole and the center line of the outer tube form the axis of symmetry.

[0016] In the above technical solution, by arranging the rubber main reinforcements at an angle within the limited space inside the outer tube, the relative length of the rubber main reinforcements is increased without increasing the size of the outer tube. This not only improves the vibration damping and absorption effect but also makes full use of the space inside the outer tube, avoiding structural design limitations caused by space constraints. Compared with the traditional radial arrangement method, this arrangement can achieve better performance in a smaller space, which is beneficial to improving the vibration damping and absorption effect.

[0017] Two primary rubber reinforcing bars and two secondary rubber reinforcing bars are symmetrically arranged along the same axis of symmetry, with each included angle being an obtuse angle. This symmetrical structure ensures that the load borne by each reinforcing bar is evenly distributed under external forces, preventing premature aging, cracking, or breakage of the rubber due to excessive local stress, thus extending the service life of the rubber reinforcing bars. Simultaneously, the symmetrical arrangement keeps the tie rod frame stable during stress, preventing significant displacement or twisting, and ensuring the reliability of the overall structure.

[0018] In conjunction with the first aspect, in one possible implementation, the two second rubber main ribs are located within a fan-shaped area enclosed by the two first rubber main ribs, and the second rubber main ribs are close to the end of the tie rod frame that connects to the vehicle frame.

[0019] In the above technical solution, the two types of rubber main ribs form a double herringbone structure nested inside the outer tube, achieving balanced stiffness in the radial, axial and torsional directions. The rubber main ribs provide stable support, absorb high-frequency vibrations, effectively block the transmission of powertrain vibrations to the vehicle body, and optimize the mechanical properties of the bushing assembly, thereby improving the durability of the suspension tie rod structure.

[0020] In conjunction with the first aspect, in one possible implementation, the rubber body further includes a reinforcing portion vulcanized to the inner wall of the outer tube, the reinforcing portion being located outside the fan-shaped area enclosed by the two first rubber main ribs, and the tangential section formed by the reinforcing portion being perpendicular to the axis of symmetry.

[0021] In the above technical solution, the vulcanized connection between the reinforced part and the inner wall of the outer tube is equivalent to adding a connection point to the original connection between the rubber body and the outer tube, thereby improving the bonding strength between the two. Under long-term vibration or load cycling, it can effectively prevent problems such as peeling or detachment between the rubber body and the inner wall of the outer tube, ensuring the integrity of the overall structure, thereby improving the fatigue durability of the suspension tie rod and reducing later maintenance costs.

[0022] The reinforcement fills the space outside the fan-shaped area of ​​the first rubber main rib, which can enhance the coordinated deformation with the rubber body, further weaken the transmission of low-frequency vibration to the outside, and complement the high-frequency vibration absorption effect of the double herringbone main rib, further blocking the transmission of powertrain vibration to the vehicle body and improving driving comfort.

[0023] In conjunction with the first aspect, in one possible implementation, the rubber body further includes rubber protrusions vulcanized on the inner wall of the outer tube, the rubber protrusions being located within a fan-shaped area enclosed by two second rubber main ribs.

[0024] In the above technical solution, the rubber protrusions fill the fan-shaped area of ​​the second rubber main rib, which can absorb part of the vibration or load energy through its own deformation, thereby improving the fatigue durability of the suspension as a whole.

[0025] In conjunction with the first aspect, in one possible implementation, a first energy-absorbing cavity is formed between the reinforcing part and the first rubber main rib, a second energy-absorbing cavity is formed between the rubber protrusion and the second rubber main rib, and a third energy-absorbing cavity is formed between the first rubber main rib and the second rubber main rib.

[0026] In the above technical solution, multiple rubber main ribs divide the interior of the outer tube into multiple energy-absorbing chambers. When the suspension is subjected to a sudden impact load, the energy-absorbing chamber acts as an energy buffer, dispersing the impact load through rapid compression and rebound of the space inside the chamber.

[0027] Secondly, this utility model embodiment also provides a vehicle including the aforementioned suspension tie rod structure.

[0028] The vehicle provided by this utility model, due to the adoption of this suspension tie rod structure, can avoid the risk of cracks in the tie rod frame, improve the fatigue durability of the overall structure, and maintain the stability and ride comfort of the vehicle. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 A three-dimensional structural diagram of the suspension rod structure provided in this embodiment of the utility model; Figure 2 This is a front view schematic diagram of the suspension rod structure provided in an embodiment of the present utility model; Figure 3 Side view schematic diagram of the suspension tie rod structure provided in the embodiment of this utility model Figure 1 (The deformation gap L is between the support sleeves); Figure 4 Side view schematic diagram of the suspension tie rod structure provided in the embodiment of this utility model Figure 2 (The deformation gap L is between the support sleeves); Figure 5 A side view of the suspension rod structure provided in an embodiment of this utility model (deformation gap L is between the protrusions). Figure 6 This is a three-dimensional structural diagram of the tie rod frame used in the embodiment of this utility model; Figure 7 This is a front view structural diagram of the bushing assembly provided in an embodiment of the present utility model.

[0031] In the figure: 1. Bushing assembly; 11. Outer tube; 12. Inner core; 13. Rubber body; 131. First rubber main rib; 132. Second rubber main rib; 133. Reinforcing part; 134. Tangential section; 135. Rubber protrusion; 14. First energy absorption cavity; 15. Third energy absorption cavity; 16. Second energy absorption cavity; 2. Tie rod frame; 21. Connecting arm; 22. Support sleeve; 23. Protrusion; 24. Connecting hole; 3. Axis of symmetry. Detailed Implementation

[0032] To make the technical problems, technical solutions, and beneficial effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0033] It should be noted that when an element is referred to as being "set on" another element, it can be directly on or indirectly on that other element. It should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this utility model 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 utility model.

[0034] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a number" means two or more, unless otherwise explicitly specified.

[0035] It should be noted that the directions or positional relationships indicated by "front", "rear", "inner", "outer", "up", and "down" in this embodiment are based on the vehicle's own orientation. The front of the vehicle represents "front", the rear of the vehicle represents "rear", the top of the vehicle represents "up", the bottom of the vehicle represents "down", the "inner" side refers to the side facing the driver's cab, and the "outer" side refers to the side facing the driver's cab.

[0036] In addition, the front-rear direction of the vehicle body defined in the embodiments of this utility model refers to the front-rear direction of the vehicle's forward direction during driving; the left-right direction of the vehicle body defined refers to the left-right direction of the vehicle's forward direction during driving; and the up-down direction of the vehicle body defined refers to the up-down direction of the vehicle's forward direction during driving.

[0037] To address the issue that integral sheet metal tie rod frames are rigid but prone to cracking, fatigue damage, or even breakage under cyclic loads, this utility model provides a suspension tie rod structure that uses a split tie rod frame to solve the problem of fatigue damage.

[0038] Please refer to the following: Figures 1 to 7 The suspension tie rod structure provided by this utility model will now be described. The suspension tie rod structure includes: a bushing assembly 1 and two separate tie rod frames 2. The bushing assembly 1 includes an inner core 12, an outer tube 11, and a rubber body 13 connecting the inner core 12 and the outer tube 11. The two tie rod frames 2 are coaxially fitted onto the bushing assembly 1, and a deformation gap L is reserved between the two tie rod frames 2. The tie rod frame 2 has an assembly hole for assembling the bushing assembly 1.

[0039] The suspension tie rod structure provided by this utility model adopts a split tie rod frame 2. Two independent tie rod frames 2 are assembled on the bushing assembly 1, and a deformation gap is reserved between the two tie rod frames 2. This causes the force transmission channel between the two tie rod frames 2 in the axial direction to be broken due to the deformation gap. The load or energy is absorbed and transmitted through the bushing assembly 1 at the deformation gap, which can avoid the risk of cracking of the tie rod frame 2, thereby improving the fatigue durability of the overall structure.

[0040] This can be understood as follows: by combining the two separate tie rod frames 2 with the bushing assembly 1, it is equivalent to injecting flexible buffering capability into the integral frame, weakening the axial rigid force transmission channel of the integral frame, and absorbing and dispersing part of the load through the bushing assembly 1, thereby reducing the load energy on the rigid frame.

[0041] Specifically, when the vibration or load borne by the vehicle is transmitted to the two tie rod frames 2 and axially along the bushing assembly 1, the existence of the deformation gap allows the load to be transmitted to the bushing assembly 1. The bushing assembly 1 absorbs the load through buffering and vibration reduction, reducing the energy of the load on the tie rod frame 2. This avoids the risk of fatigue damage and cracking caused by repeated load concentration on the tie rod frame 2. The deformation gap also provides deformation space for the tie rod frame 2 when it is axially displaced under load, which can avoid the risk of stress concentration and cracking caused by direct contact between the two tie rod frames 2.

[0042] When the tie rod frame 2 is subjected to axial tension, the tension is transmitted from the two tie rod frames 2 to the position between them. Due to the existence of the deformation gap, it can also be absorbed by the bushing assembly 1, thereby avoiding the risk of tie rod frame 2 breaking.

[0043] When the tie rod frame 2 is subjected to radial compression, the deformation gap between the separate tie rod frames 2 provides space for the radial compression deformation of the tie rod frame 2, and can also avoid the risk of deformation of the entire tie rod frame 2 under radial compression.

[0044] When the tie rod frame 2 is subjected to torsional force, the deformation gap between the two separate tie rod frames 2 provides deformation space for the tie rod frame 2, avoiding the risk of the overall tie rod frame 2 cracking and breaking when subjected to torsional force.

[0045] Therefore, the suspension rod structure provided in this application has the following advantages compared with the prior art: (1) Significantly improved fatigue durability: The split tie rod frame 2 greatly reduces the occurrence of cracks when subjected to cyclic loads, thereby avoiding the risk of tie rod frame 2 breakage. The axial tensile, radial compression and torsional capacity are significantly improved, thus improving the fatigue durability of the suspension tie rod.

[0046] (2) Improve performance stability and ride comfort: After the load is transferred from the vehicle body or frame to the tie rod frame 2, it is smoothly transferred to another tie rod frame 2 through the elastic deformation of the rubber body 13 of the bushing assembly 1, and then to other components of the suspension system. Throughout the process, the buffering effect of the rubber body 13 and the dispersion effect of the split frame significantly reduce the transmission of vibration and impact, reduce the bumpy feeling during vehicle operation, and improve performance stability and ride comfort.

[0047] In some embodiments, see Figures 1 to 6As shown, the tie rod frame 2 has a connecting arm 21 connecting to the vehicle frame, and a support sleeve 22 and a protrusion 23 protruding from the same side of the connecting arm 21; the bushing assembly 1 is assembled on the support sleeve 22, the center hole of the support sleeve 22 is also the assembly hole, the two support sleeves 22 are arranged opposite to each other, the two protrusions 23 are arranged opposite to each other, and the support sleeves 22 and the protrusions 23 have a height difference along the axial direction of the bushing assembly 1; when a deformation gap L is reserved between the two support sleeves 22, the two protrusions 23 abut axially to limit axial movement (see...). Figure 3 and Figure 4 When the deformation gap L is reserved between the two protrusions 23, the two support sleeves 22 abut axially to limit axial movement (see...). Figure 5 ).

[0048] The assembly process of the suspension tie rod structure provided in this application is as follows: First, the bushing assembly 1 is press-fitted onto the support sleeve 22 of one of the tie rod frames 2, ensuring that the outer tube 11 of the bushing assembly 1 fits against the inner wall of the mounting hole; then, the other tie rod frame 2 is press-fitted onto the bushing assembly 1, so that the two support sleeves 22 form a complete mounting cavity that encloses the bushing assembly 1. It can be understood that the support sleeves 22 of the two tie rod frames 2 are opposite each other, and the protrusions 23 are opposite each other. Simultaneously, by utilizing the axial height difference between the support sleeves 22 and the protrusions 23, while retaining the deformation clearance, the two tie rod frames 2 are mutually restrained axially, preventing relative axial movement of the tie rod frames 2. In this application, the axial height of the support sleeve 22 can be greater than that of the protrusion 23. Similarly, the axial height of the protrusion 23 can be greater than that of the support sleeve 22. Both can ensure accurate positioning of the two tie rod frames 2 while retaining the deformation gap between them.

[0049] The deformation gap can be large or small. When the deformation gap is large (see...), Figure 4 The suspension tie rod structure has slightly weaker rigidity but better fatigue resistance and durability. When the deformation clearance is small (see...), it is more effective in preventing damage. Figure 3 If the rigidity of the suspension tie rod structure is higher, its fatigue resistance and durability will be lower. Depending on the application scenario and vehicle model, a suspension tie rod structure with suitable rigidity and appropriate fatigue resistance and durability can be designed. Therefore, the deformation gap between the two tie rod frames 2 is adjustable, enabling the suspension tie rod to have diverse assembly conditions and mating methods. This facilitates the commonality, platformization, and serialization of suspension component products, reduces vehicle product development risks and unnecessary cost investment, further increases the cost-benefit ratio, and improves vehicle efficiency.

[0050] In some embodiments, see Figure 6The protrusion 23 is an arc-shaped protrusion coaxial with the support sleeve 22, and the protrusion 23 is located on the connecting arm 21 at the end away from the connecting frame. The protrusion 23 designed in this way is adapted to the outer tube 11 of the support sleeve 22 and the bushing assembly 1, which is conducive to the overall weight reduction of the tie rod frame 2 and also to the overall forming of the tie rod frame 2.

[0051] The support arm of the tie rod frame 2 provided in this application is a thin plate, and the support sleeve 22 and the arc-shaped protrusion are coaxial structures, both of which are thin-walled structures. This tie rod frame 2 is formed by sheet metal stamping, which not only has a strong load-bearing capacity, but is also lightweight. Compared with the cast tie rod frame 2, it has been verified to reduce the weight by more than 30%. The two tie rod frames 2 are arranged coaxially and symmetrically on the bushing assembly 1, which can avoid stress concentration and significantly improve the resistance to axial tension, radial compression and torsion, thereby greatly improving the overall durability of the suspension tie rod structure.

[0052] Since the suspension tie rod structure mainly consists of the tie rod frame 2 and the bushing assembly 1, improving the fatigue durability of the tie rod frame 2 is necessary, as is improving the fatigue durability of the bushing assembly 1, in order to improve the overall performance of the suspension tie rod structure. However, the current rubber bushing with a single rubber main rib is prone to aging, deformation, and fatigue damage. To solve this problem, the following solution improves the rubber body 13.

[0053] Combination Figure 2 and Figure 7 The rubber body 13 includes a first rubber main rib 131 and a second rubber main rib 132 vulcanized between the inner core 12 and the outer tube 11. The first rubber main rib 131 is arranged symmetrically to the center of the outer tube 11, and the second rubber main rib 132 is also arranged symmetrically to the center of the outer tube 11. Multiple rubber main ribs form multiple force transmission channels, allowing the vibration or load of the powertrain to be distributed and transmitted through different rubber main ribs. This avoids excessive deformation or stress damage in localized areas due to concentrated loads, significantly optimizing overall stress performance and structural stability, improving overall durability, stability, and ride comfort.

[0054] The bushing assembly 1 used in this application has an outer tube 11 formed by sheet metal stamping to improve the overall rigidity, and a rubber body 13 vulcanized between the inner core 12 and the outer tube 11 to improve the overall integrity of the bushing assembly 1; the inner core 12 is formed by aluminum alloy extrusion.

[0055] In some embodiments, see Figure 2 and Figure 7The included angle α formed between the two first rubber main ribs 131 is in the range of 90° < a < 180°, and the included angle b formed between the two second rubber main ribs 132 is in the range of 90° < b < 180°; and the two second rubber main ribs 132 and the two first rubber main ribs 131 are symmetrically arranged along the same axis of symmetry 3; a connecting hole 24 is provided at one end of the tie rod frame 2 that connects to the frame, and the line connecting the connecting hole 24 and the center of the outer tube 11 forms the axis of symmetry 3.

[0056] This can be understood as follows: both rubber main ribs are arranged at an angle relative to the axis of symmetry 3 and are not arranged radially along the outer tube 11. Thus, within the limited space inside the outer tube 11, the length of the rubber main ribs is relatively long, which is equivalent to lengthening the path of the force transmission channel.

[0057] Therefore, within the limited space inside the outer tube 11, by arranging the rubber main reinforcement at an angle, the relative length of the rubber main reinforcement is increased without increasing the size of the outer tube 11. This not only improves the vibration damping and absorption effect but also makes full use of the internal space of the outer tube 11, avoiding structural design limitations caused by space constraints. Compared with the traditional radial arrangement, this arrangement can achieve better performance in a smaller space, which is beneficial to improving the vibration damping and absorption effect.

[0058] Two first rubber main ribs 131 and two second rubber main ribs 132 are symmetrically arranged along the same axis of symmetry 3, and each of them has an obtuse angle. This symmetrical structure ensures that the load borne by each main rib is evenly distributed when external force is applied, avoiding premature aging, cracking, or breakage of the rubber due to excessive local stress, and extending the service life of the rubber main ribs. At the same time, the symmetrical arrangement keeps the tie rod frame 2 stable during the stress process, without significant displacement or twisting, ensuring the reliability of the overall structure.

[0059] In some embodiments, see Figure 2 and Figure 7 The two second rubber main ribs 132 are located in the fan-shaped area enclosed by the two first rubber main ribs 131, and the second rubber main ribs 132 are close to the end of the tie rod frame 2 that connects to the frame.

[0060] Combining the above arrangement with an obtuse angle, the two types of rubber main ribs form a double herringbone structure nested inside the outer tube 11, achieving balanced stiffness in the radial, axial, and torsional directions. The rubber main ribs provide stable support, absorb high-frequency vibrations, effectively block the transmission of powertrain vibrations to the vehicle body, and optimize the mechanical properties of the bushing assembly 1, thereby improving the durability of the suspension tie rod structure.

[0061] In the radial direction, the inclination angle of the first rubber main rib 131 and the nesting position of the second rubber main rib 132 complement each other in radial stiffness, avoiding radial displacement caused by excessive or insufficient stiffness in one direction. In the axial direction, the two layers of rubber main ribs are distributed along the axis of symmetry 3, which can jointly resist axial tension or compression, preventing excessive expansion and contraction of the suspension in the axial direction. In the torsional direction, the double herringbone cross-support characteristics can provide stable torsional stiffness. When the powertrain generates torsional vibration, the two rubber main ribs can simultaneously generate opposite deformations to offset the torsional force and prevent structural misalignment of the suspension due to excessive torsion. The cooperation of the two rubber main ribs extends the fatigue life of the rubber body 13, while optimizing the mechanical properties of the bushing assembly 1, ultimately improving the durability of the entire suspension tie rod structure.

[0062] In some embodiments, see Figure 2 and Figure 7 The rubber body 13 also includes a reinforcing part 133 vulcanized on the inner wall of the outer tube 11. The reinforcing part 133 is located outside the fan-shaped area enclosed by the two first rubber main ribs 131, and the tangential surface 134 formed by the reinforcing part 133 is perpendicular to the axis of symmetry 3.

[0063] In the above technical solution, the vulcanized connection between the reinforcing part 133 and the inner wall of the outer tube 11 is equivalent to adding a connection point to the original connection between the rubber body 13 and the outer tube 11, thereby improving the bonding strength between the two. Under long-term vibration or load cycling, it can effectively prevent problems such as peeling or detachment between the rubber body 13 and the inner wall of the outer tube 11, ensuring the integrity of the overall structure, thereby improving the fatigue durability of the suspension rod and reducing later maintenance costs.

[0064] The reinforcing part 133 fills the space outside the fan-shaped area of ​​the first rubber main rib 131, which can enhance the coordinated deformation with the rubber body 13, further weaken the transmission of low-frequency vibration to the outside, and complement the high-frequency vibration absorption effect of the double herringbone main rib, further blocking the transmission of powertrain vibration to the vehicle body and improving driving comfort.

[0065] In some embodiments, see Figure 2 and Figure 7 The rubber body 13 also includes rubber protrusions 135 vulcanized on the inner wall of the outer tube 11, and the rubber protrusions 135 are located in the fan-shaped area enclosed by the two second rubber main ribs 132.

[0066] In the above technical solution, the rubber protrusion 135 fills the fan-shaped area of ​​the second rubber main rib 132, and can absorb part of the vibration or load energy through its own deformation, thereby improving the fatigue durability of the suspension as a whole.

[0067] In some embodiments, see Figure 2 and Figure 7A first energy-absorbing cavity 14 is formed between the reinforcing part 133 and the first rubber main rib 131, a second energy-absorbing cavity 16 is formed between the rubber protrusion 135 and the second rubber main rib 132, and a third energy-absorbing cavity 15 is formed between the first rubber main rib 131 and the second rubber main rib 132. Through multiple rubber main ribs, the interior of the outer tube 11 is divided into multiple energy-absorbing cavities. When the suspension is subjected to a sudden impact load, the energy-absorbing cavities act as energy buffers, dispersing the impact load through rapid compression and rebound within the cavity space.

[0068] Based on the same inventive concept, this application also provides a vehicle that adopts this suspension tie rod structure.

[0069] The vehicle provided by this utility model, due to the adoption of this suspension tie rod structure, can avoid the risk of cracks in the tie rod frame 2, improve the fatigue durability of the overall structure, and maintain the stability and ride comfort of the vehicle.

[0070] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A suspension tie rod structure, characterized in that, include: A bushing assembly (1) includes an inner core (12), an outer tube (11), and a rubber body (13) connecting the inner core (12) and the outer tube (11); and Two separate tie rod frames (2) are coaxially fitted onto the bushing assembly (1), and a deformation gap is reserved between the two tie rod frames (2); wherein the tie rod frame (2) has an assembly hole for assembling the bushing assembly (1).

2. The suspension tie rod structure as described in claim 1, characterized in that, The tie rod frame (2) has a connecting arm (21) for connecting the frame and a support sleeve (22) and a protrusion (23) protruding on the same side of the connecting arm (21); The bushing assembly (1) is mounted on the support sleeve (22), the two support sleeves (22) are arranged opposite to each other, the two protrusions (23) are arranged opposite to each other, and the support sleeves (22) and the protrusions (23) have a height difference along the axial direction of the bushing assembly (1); When the deformation gap is reserved between the two support sleeves (22), the two protrusions (23) abut axially to limit axial movement; When the deformation gap is reserved between the two protrusions (23), the two support sleeves (22) abut axially to limit axial movement.

3. The suspension tie rod structure as described in claim 2, characterized in that, The protrusion (23) is an arc-shaped protrusion coaxial with the support sleeve (22), and the protrusion (23) is located on the connecting arm (21) at one end away from the connecting frame.

4. The suspension tie rod structure as described in claim 1, characterized in that, The rubber body (13) includes a first rubber main rib (131) and a second rubber main rib (132) vulcanized between the inner core (12) and the outer tube (11). The first rubber main rib (131) is arranged symmetrically with respect to the center of the outer tube (11), and the second rubber main rib (132) is arranged symmetrically with respect to the center of the outer tube (11).

5. The suspension tie rod structure as described in claim 4, characterized in that, The included angle α formed between the two first rubber main bars (131) is in the range of 90° < a < 180°; the included angle b formed between the two second rubber main bars (132) is in the range of 90° < b < 180°. Furthermore, the two second rubber main bars (132) and the two first rubber main bars (131) are symmetrically arranged along the same axis of symmetry (3); The tie rod frame (2) is provided with a connection hole (24) at one end of the frame. The connection hole (24) and the center line of the outer tube (11) form the axis of symmetry (3).

6. The suspension tie rod structure as described in claim 5, characterized in that, The two second rubber main ribs (132) are located in the fan-shaped area enclosed by the two first rubber main ribs (131), and the second rubber main ribs (132) are close to one end of the tie rod frame (2) that connects to the vehicle frame.

7. The suspension tie rod structure as described in claim 6, characterized in that, The rubber body (13) also includes a reinforcing part (133) vulcanized on the inner wall of the outer tube (11). The reinforcing part (133) is located outside the fan-shaped area enclosed by the two first rubber main ribs (131), and the tangential section (134) formed by the reinforcing part (133) is perpendicular to the axis of symmetry (3).

8. The suspension tie rod structure as described in claim 7, characterized in that, The rubber body (13) also includes rubber protrusions (135) vulcanized on the inner wall of the outer tube (11), the rubber protrusions (135) being located in the fan-shaped area enclosed by the two second rubber main ribs (132).

9. The suspension tie rod structure as described in claim 8, characterized in that, A first energy-absorbing cavity (14) is formed between the reinforcing part (133) and the first rubber main rib (131), a second energy-absorbing cavity (16) is formed between the rubber protrusion (135) and the second rubber main rib (132), and a third energy-absorbing cavity (15) is formed between the first rubber main rib (131) and the second rubber main rib (132).

10. A vehicle, characterized in that, Includes the suspension tie rod structure as described in any one of claims 1-9.

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