Anti-torque bushing and vehicle

Abstract

The application provides an anti-twist bushing and a vehicle, and belongs to the technical field of connecting parts. The anti-twist bushing comprises an inner cylinder, a rubber body and an outer cylinder which are sequentially arranged from inside to outside. By designing the damping hole as an arc shape, the stress can be uniformly dispersed along the arc surface to match the stress characteristics of the rubber body, so that the stress is not concentrated on the edge of the damping hole to weaken the strength of the rubber body. The separation part is additionally arranged to maximize the effective area of the rubber body while ensuring the damping function of the bushing, so that the overall structural strength of the rubber body is improved, the anti-twist support capacity of the bushing is improved, and the defect that the traditional bushing is prone to twist deformation due to the tightening of the bolt is improved. During the tightening process of the locking bolt, the friction force between the bolt flange surface and the bushing inner cylinder is generated and attempts to drive the inner cylinder to rotate, the strength of the rubber body is improved to provide sufficient anti-deformation resistance, and the inner cylinder must overcome greater deformation resistance of the rubber body to be twisted.

Description

Technical Field

[0001] This application belongs to the field of connecting component technology, and more specifically, relates to an anti-torsion bushing and a vehicle. Background Technology

[0002] Bushings, as key mechanical components integrating support, cushioning, vibration reduction, noise reduction, wear resistance, and centering functions, are widely used in the connection structures of main vehicle chassis components. Their performance directly affects the overall vehicle's NVH (noise, vibration, and harshness) performance, connection reliability, and driving safety. In existing technologies, bushings and their counterparts are typically assembled and fixed using bolts. The core logic of this assembly structure is to ensure the connection stability between components through the preload generated by tightening the bolts.

[0003] However, during bolt tightening, friction inevitably occurs between the bolt flange face and the inner bushing. Since the inner bushing and rubber layer are bonded together, this friction causes the inner bushing to rotate. When the friction between the bolt flange face and the inner bushing exceeds the friction between the inner bushing and the mounting surface of the component, the inner bushing will rotate synchronously with the bolt flange face, causing torsional deformation of the rubber layer. This deformation directly disrupts the original design's uniform stiffness of the bushing, significantly degrading its vibration damping and isolation performance. Vibrations generated during powertrain operation cannot be effectively attenuated, leading to resonance and noise in the cabin, severely impacting the overall vehicle NVH quality.

[0004] Therefore, existing bushings and their counterparts are typically fastened with bolts. When tightening torque is applied, significant friction exists between the bolt and the inner cylinder of the bushing. This friction forces the inner cylinder to rotate the bushing rubber. Because the deformation of the rubber counteracts the tightening torque, the bolt tightening cannot reach the set target value, and the tightening accuracy is difficult to control. Inadequate bolt tightening can lead to bolt loosening, posing a safety hazard to vehicles. Utility Model Content

[0005] The purpose of this application is to provide an anti-torsion bushing and vehicle, which aims to solve the problem that in the existing bushing, the rubber deforms during the assembly process to offset the tightening torque, which easily leads to the bolts not being tightened properly.

[0006] In a first aspect, embodiments of this application provide an anti-torsion bushing, comprising an inner cylinder, a rubber body, and an outer cylinder arranged sequentially from the inside to the outside. The rubber body is coupled to the inner cylinder and the outer cylinder. The rubber body has a plurality of spaced vibration damping holes along the circumferential direction. The vibration damping holes are arc-shaped holes and have a partition within them. The partition divides the vibration damping holes symmetrically into two groups of mutually independent vibration damping zones.

[0007] The beneficial effects of the anti-torsion bushing provided in this application are as follows: Compared with the prior art, the vibration damping hole is designed in an arc shape, which can conform to the stress characteristics of the rubber body and distribute the stress evenly along the arc surface, avoiding stress concentration at the edge of the vibration damping hole and weakening the strength of the rubber body; the addition of a partition maximizes the effective occupancy area of ​​the rubber body while ensuring the vibration damping function of the bushing, thereby improving the overall structural strength of the rubber body and providing stronger anti-torsion support for the bushing, thus improving the defect of traditional bushings that are prone to torsional deformation due to bolt tightening. During the tightening of the locking bolts, when friction is generated between the bolt flange face and the inner cylinder of the bushing and attempts to drive the inner cylinder to rotate, the increased strength of the rubber body can provide sufficient resistance to deformation. If the inner cylinder is to torsion, it must overcome a greater deformation resistance of the rubber body. In this application, the increased area of ​​the rubber body enhances its resistance to deformation, preventing significant torsional deformation of the rubber body when the locking bolt is tightened. This not only ensures vibration reduction and isolation performance but also guarantees the uniform stiffness of the bushing in all directions, enabling the bolt to reach the set tightening target value, improving bolt tightening accuracy, and reducing the risk of bolt loosening.

[0008] In conjunction with the first aspect, in one possible implementation, the rubber body comprises: The first connecting cylinder is sleeved outside the inner cylinder and connected to the inner cylinder; The second connecting cylinder is embedded inside the outer cylinder and is connected to the outer cylinder, and an annular buffer space is formed between the first connecting cylinder and the second connecting cylinder; Multiple connectors are spaced apart within the buffer space, with vibration damping holes formed between adjacent connectors. Each connector includes a connecting portion and an extension portion distributed from the inside out. The connecting portion is connected to the first connecting cylinder, and the extension portion is connected to the second connecting cylinder, with the extension portion protruding circumferentially outward from the connecting portion. Multiple separators are provided, each corresponding to one of the connecting parts. The separators are located inside the vibration damping holes and connected to the first connecting cylinder and the second connecting cylinder, and are used to divide the vibration damping holes into two independent vibration damping zones. The separators form the partitions.

[0009] In the above technical solution, the first connecting cylinder is combined with the inner cylinder, and the second connecting cylinder is combined with the outer cylinder, thereby stably connecting the rubber body with the inner and outer cylinders and forming a supporting foundation for the rubber body. During the tightening of the bolts, the torque is greater in the area away from the central axis. Therefore, extending the extension of the connecting part outward in the circumferential direction from the connecting part can make the extension form a stronger reverse torsional resistance, preventing the rubber body from undergoing large torsional deformation and ensuring stiffness stability. The circumferential dimension of the connecting part is smaller than that of the extension part, which can reserve reasonable deformation space for vibration damping function.

[0010] In conjunction with the first aspect, in one possible implementation, the end faces of the first connecting cylinder and the second connecting cylinder are flush, and both the connecting member and the separating member are axially recessed within the end face of the first connecting cylinder.

[0011] In the above technical solution, the end faces of the first and second connecting cylinders are flush, making the axial assembly and positioning of the rubber body with the inner and outer cylinders more precise. This facilitates rapid alignment and installation of the bushing during the connection process, improving assembly efficiency. Simultaneously, the flush end faces form a more regular mating surface with adjacent components, reducing additional vibrations caused by assembly gaps. Furthermore, the axial inward design of the connecting and separating parts effectively avoids interference and friction between the bushing and external structures during assembly and operation, preventing wear or structural damage to the rubber body due to accidental contact.

[0012] In conjunction with the first aspect, in one possible implementation, the inner cylinder has an anti-rotation groove at its assembly end. The cross-section of the anti-rotation groove is non-circular and is adapted to the anti-rotation part of the hand component. The anti-rotation part of the hand component is inserted into the anti-rotation groove to achieve circumferential positioning.

[0013] In the above technical solution, the non-circular anti-rotation groove at the inner cylinder assembly end engages with the anti-rotation part of the matching component to achieve circumferential limiting. The non-circular structure and the anti-rotation part form a rigid fit, which can directly restrict the circumferential rotation of the inner cylinder, blocking the path of the inner cylinder being rotated by the friction force of bolt tightening from the assembly level. The circumferential limiting of the anti-rotation groove works in conjunction with the torsional resistance of the rubber body, so even if the bolt tightening generates a large friction force, the inner cylinder is difficult to rotate, avoiding the torsional deformation of the rubber body caused by the inner cylinder.

[0014] In conjunction with the first aspect, in one possible implementation, the mounting end of the inner cylinder protrudes axially outward from the rubber body.

[0015] In the above technical solution, the assembly end of the inner cylinder extends axially outwards to the rubber body, preventing the bolt tightening force from being directly transmitted to the mating surface between the rubber body and the inner cylinder during assembly. This reduces stress concentration at this location and simultaneously increases the inner cylinder's resistance to bending and shearing, allowing it to withstand the assembly pressure of the components without easily deforming. Furthermore, the outward convex design of the inner cylinder increases the assembly operation space, facilitating tool insertion for bolt tightening.

[0016] In conjunction with the first aspect, in one possible implementation, the mounting end of the inner cylinder is provided with a receiving hole for accommodating the end of a locking bolt.

[0017] In the above technical solution, the receiving hole can completely house the end of the locking bolt inside the inner cylinder, preventing the bolt end from being exposed and interfering with or colliding with the surrounding components of the bushing, and preventing damage to the bolt or wear on the surrounding structure due to accidental contact. At the same time, this concealed design can make full use of the axial space of the inner cylinder, eliminating the need to reserve additional external space to avoid the bolt end, making the overall structure of the bushing more compact and suitable for scenarios with strict installation space requirements, such as vehicles.

[0018] In conjunction with the first aspect, in one possible implementation, the inner cylinder has a locking hole, and the inner cylinder also has an axially formed engagement groove communicating with the locking hole, the engagement groove communicating radially with the locking hole.

[0019] In the above technical solution, the locking hole and the engagement groove form a connected groove, which is used in conjunction with a special bolt with a boss on the rod. When the special bolt passes through the locking hole of the inner cylinder, its boss precisely engages in the engagement groove, blocking the circumferential relative rotation path between the bolt and the bushing inner cylinder. Compared with the traditional anti-rotation method that relies on friction, this mechanical engagement has stronger limiting reliability, can stably withstand the circumferential torque generated by bolt tightening and operating vibration, and completely avoids relative slippage between the bolt and the inner cylinder.

[0020] In conjunction with the first aspect, in one possible implementation, the locking hole includes a first guide area, a locking area, and a second guide area distributed along the axial direction. Both the first guide area and the second guide area are tapered grooves, and their diameters gradually decrease from the side of the outer end face closest to the locking area.

[0021] In the above technical solution, the tapered transition design between the first and second guide areas avoids rigid collisions or scratches between the bolt and the locking area during screwing in, reducing the risk of damage caused by impacts. Furthermore, during assembly, the tapered guide area can guide the bolt to quickly engage with it via its larger outer end face, ensuring precise insertion into the locking area. This effectively prevents problems such as jamming or uneven wear between the bolt and the locking hole, reducing assembly difficulty and improving assembly efficiency.

[0022] In conjunction with the first aspect, in one possible implementation, the cross-section of the inner cylinder is non-circular.

[0023] In the above technical solution, the non-circular structure can achieve circumferential positioning of the inner cylinder and the rubber body, preventing relative slippage between them under conditions such as vibration and bolt tightening torque. This circumferential positioning mechanism makes the rubber body and the inner cylinder form an integral structure that is synchronously stressed. When the inner cylinder is subjected to circumferential torque, the non-circular contour part can transmit the torque through the rubber body, ensuring uniform force distribution and reducing damage to the rubber body caused by local stress concentration.

[0024] Secondly, embodiments of this application also provide a vehicle including the aforementioned anti-torsion bushing.

[0025] The beneficial effects of the vehicle provided in this application are as follows: Compared with the prior art, the aforementioned anti-torsion bushing is used, and the damping hole is designed in an arc shape, which can conform to the stress characteristics of the rubber body, so that the stress is evenly distributed along the arc surface, avoiding stress concentration at the edge of the damping hole and weakening the strength of the rubber body; the addition of a partition maximizes the effective occupancy area of ​​the rubber body while ensuring the damping function of the bushing, thereby improving the overall structural strength of the rubber body and providing stronger anti-torsion support for the bushing, thus improving the defect of traditional bushings that are prone to torsional deformation due to bolt tightening. During the tightening of the locking bolts, when friction is generated between the bolt flange face and the inner cylinder of the bushing and attempts to drive the inner cylinder to rotate, the increased strength of the rubber body can provide sufficient resistance to deformation. If the inner cylinder is to torsion, it must overcome a greater deformation resistance of the rubber body. In this application, the increased area of ​​the rubber body enhances its resistance to deformation, preventing significant torsional deformation of the rubber body when the locking bolt is tightened. This not only ensures vibration reduction and isolation performance but also guarantees the uniform stiffness of the bushing in all directions, enabling the bolt to reach the set tightening target value, improving bolt tightening accuracy, and reducing the risk of bolt loosening. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application, 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 application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the anti-torsion bushing provided in an embodiment of this application; Figure 2 Another structural schematic diagram of the anti-torsion bushing provided in the embodiments of this application; Figure 3 This is a schematic diagram of the main structure of the anti-torsion bushing provided in the embodiments of this application; Figure 4 for Figure 3 A sectional view along line AA. Figure 5 This is a schematic diagram showing the connection between the anti-torsion bushing and the countersleeving component provided in an embodiment of this application.

[0028] In the diagram: 1. Inner cylinder; 101. Anti-rotation groove; 102. Locking hole; 1021. First guide area; 1022. Locking area; 1023. Second guide area; 103. Engaging groove; 104. Receiving groove; 2. Rubber body; 201. First connecting cylinder; 202. Connecting part; 2021. Connecting part; 2022. Extension part; 203. Separator; 204. Second connecting cylinder; 3. Outer cylinder; 4. Hand part; 401. Anti-rotation part. Detailed Implementation

[0029] To make the technical problems, technical solutions, and beneficial effects to be solved by 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 are not intended to limit the scope of this application.

[0030] 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 used only for the convenience of describing this application and simplifying the description, and are not intended to 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.

[0031] 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 application, "a few" means two or more, unless otherwise explicitly specified.

[0032] 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.

[0033] In addition, the front-rear direction of the vehicle body as defined in the embodiments of this application refers to the front-rear direction of the vehicle's forward direction during driving; the left-right direction of the vehicle body as defined refers to the left-right direction of the vehicle's forward direction during driving; and the up-down direction of the vehicle body as defined refers to the up-down direction of the vehicle's forward direction during driving.

[0034] Please refer to the following: Figures 1 to 5The anti-torsion bushing and vehicle provided in this application will now be described. The anti-torsion bushing includes an inner cylinder 1, a rubber body 2, and an outer cylinder 3 arranged sequentially from the inside to the outside. The rubber body 2 is connected to the inner cylinder 1 and the outer cylinder 3. The rubber body 2 has a plurality of spaced vibration damping holes along its circumference. The vibration damping holes are arc-shaped holes and have partitions inside. The partitions symmetrically divide the vibration damping holes into two groups of independent vibration damping zones.

[0035] Compared with existing technologies, the anti-torsion bushing provided in this application features an arc-shaped vibration damping hole design, which conforms to the stress characteristics of the rubber body 2, allowing stress to be evenly distributed along the arc surface and preventing stress concentration at the edge of the vibration damping hole, thus weakening the strength of the rubber body 2. The addition of a partition maximizes the effective area of ​​the rubber body 2 while ensuring the bushing's vibration damping function, thereby improving the overall structural strength of the rubber body 2 and providing stronger anti-torsion support for the bushing. This overcomes the defect of traditional bushings that are prone to torsional deformation due to bolt tightening. During the tightening of the locking bolts, when friction is generated between the bolt flange face and the inner cylinder 1 of the bushing and attempts to rotate the inner cylinder 1, the increased strength of the rubber body 2 provides sufficient resistance to deformation. For the inner cylinder 1 to undergo torsion, it must overcome a greater deformation resistance of the rubber body 2. In this application, due to the increased area occupied by the rubber body 2, its resistance to deformation is enhanced, so that the tightening bolt will not cause large torsional deformation of the rubber body 2. This not only ensures the vibration reduction and isolation performance, but also ensures the uniformity of the bushing's stiffness in all directions, enabling the bolt to reach the set tightening target value, improving the bolt tightening accuracy and reducing the risk of bolt loosening.

[0036] Optionally, the inner cylinder 1, the rubber body 2, and the outer cylinder 3 are formed into an integral component through a vulcanization process.

[0037] It should be noted that "combination" refers to fixing two or more independent components into a whole with a stable structure and reliable function through specific technical means, structural design or connection methods.

[0038] Please see Figures 2 to 3In some embodiments, the rubber body 2 includes a first connecting cylinder 201, a second connecting cylinder 204, a plurality of connecting members 202, and a plurality of separators 203. The first connecting cylinder 201 is sleeved outside the inner cylinder 1 and is connected to the inner cylinder 1; the second connecting cylinder 204 is embedded inside the outer cylinder 3 and is connected to the outer cylinder 3, and an annular buffer space is formed between the first connecting cylinder 201 and the second connecting cylinder 204; the plurality of connecting members 202 are spaced apart in the buffer space, and a vibration damping hole is formed between two adjacent connecting members 202. The connecting members 202 cover... It includes a connecting portion 2021 and an extension portion 2022 distributed from the inside out. The connecting portion 2021 is connected to the first connecting cylinder 201, and the extension portion 2022 is connected to the second connecting cylinder 204. The extension portion 2022 protrudes outward from the connecting portion 2021 in a circumferential direction. A plurality of partitions 203 are provided in a one-to-one correspondence with the connecting portion 202. The partitions 203 are provided in the vibration damping hole and connected to the first connecting cylinder 201 and the second connecting cylinder 204. They are used to divide the vibration damping hole into two sets of independent vibration damping zones. The partitions 203 form partitions.

[0039] The first connecting cylinder 201 connects to the inner cylinder 1, and the second connecting cylinder 204 connects to the outer cylinder 3, thereby stably connecting the rubber body 2 to the inner cylinder 1 and the outer cylinder 3, forming the supporting foundation for the rubber body 2. During the tightening of the bolts, the torque is greater in the area away from the central axis. Therefore, extending the connecting part 2022 circumferentially outward from the connecting part 2021 allows the extending part 2022 to form a stronger reverse torsional resistance, preventing the rubber body 2 from undergoing large torsional deformation and ensuring stable stiffness. The circumferential dimension of the connecting part 2021 is smaller than that of the extending part 2022, which can reserve reasonable deformation space for the vibration damping function. The separator 203 divides the vibration damping holes into two independent damping zones, which, while preserving the effective area of ​​the rubber body 2 to enhance torsional resistance, makes the rubber body 2 more evenly stressed. In addition, the structure of the damping zone and the outwardly protruding extension 2022 works together so that when the inner cylinder 1 of the bushing moves axially to compress or stretch the rubber body 2, the stress can be quickly dispersed along the extension 2022 and the separator 203, avoiding excessive local deformation. This not only provides a better buffering effect but also reduces fatigue damage to the rubber body 2, significantly improving its fatigue durability.

[0040] Please see Figure 4 In some embodiments, the end faces of the first connecting cylinder 201 and the second connecting cylinder 204 are flush, and the connecting member 202 and the separator 203 are both axially recessed within the end face of the first connecting cylinder 201.

[0041] The flush end faces of the first connecting cylinder 201 and the second connecting cylinder 204 ensure more precise axial assembly and positioning of the rubber body 2 with the inner cylinder 1 and outer cylinder 3, facilitating rapid alignment and installation of the bushing during connection and improving assembly efficiency. Simultaneously, the flush end faces create a more regular mating surface with adjacent components, reducing additional vibrations caused by assembly gaps. The axially recessed design of the connecting piece 202 and the separator 203 effectively prevents interference and friction between the bushing and external structures during assembly and operation, preventing wear or structural damage to the rubber body 2 due to accidental contact. This design protects the critical internal structure of the rubber body 2 while providing more reasonable space for axial deformation of the bushing, resulting in smoother cushioning of the rubber body 2 during axial movement of the inner cylinder 1, further extending the service life of the bushing and enhancing its performance stability under complex working conditions.

[0042] Please see Figure 1 , Figure 4 and Figure 5 In some embodiments, the inner cylinder 1 has an anti-rotation groove 101 at the assembly end. The cross-section of the anti-rotation groove 101 is non-circular and is adapted to the anti-rotation part 401 of the opponent 4. The anti-rotation part 401 of the opponent 4 is inserted into the anti-rotation groove 101 to achieve circumferential positioning.

[0043] The non-circular anti-rotation groove 101 at the assembly end of the inner cylinder 1 engages with the anti-rotation part 401 of the opposing component 4 to achieve circumferential limiting. The non-circular structure and the anti-rotation part 401 form a rigid fit, which can directly restrict the circumferential rotation of the inner cylinder 1, blocking the path of the inner cylinder 1 being rotated by the friction of bolt tightening from the assembly level. The circumferential limiting of the anti-rotation groove 101 works in conjunction with the torsional resistance of the rubber body 2, so even if the bolt tightening generates a large frictional force, the inner cylinder 1 is difficult to rotate, avoiding the torsional deformation of the rubber body 2 caused by the inner cylinder 1. Moreover, the non-circular shape distributes the force evenly, can stably withstand the circumferential force, prevent the limiting structure from failing due to stress concentration, improve the reliability of the limiting, thereby strengthening the bushing's torsional resistance, ensuring the bolt tightening accuracy and connection stability, and providing multiple guarantees for the stable performance of the bushing.

[0044] It should be noted that "assembly end" refers to the end where the contents are close to and connected to the counterpart component 4.

[0045] It should be noted that "non-circular" can be a polygon formed by connecting multiple sets of straight lines end to end, such as a rectangle, trapezoid, or triangle; it can also be a shape formed by connecting straight lines and arcs end to end, such as a "D" shape or a circle with a keyway; or it can be an ellipse.

[0046] It should be noted that the "opposite part" is the component that needs to be connected to the anti-torsion bushing.

[0047] Please see Figure 1 and Figure 4 In some embodiments, the mounting end of the inner cylinder 1 protrudes outward along the axial direction from the rubber body 2.

[0048] The assembly end of the inner cylinder 1 extends axially to the outside of the rubber body 2, preventing the bolt tightening force from being directly transmitted to the mating surface between the rubber body 2 and the inner cylinder 1 during assembly. This reduces stress concentration at this point and also increases the inner cylinder 1's resistance to bending and shearing, allowing it to withstand the assembly pressure of the handpiece 4 without easily deforming. In addition, the outward convex design of the inner cylinder 1 increases the assembly operation space, making it easier for tools to reach in and complete the bolt tightening operation.

[0049] Please see Figure 2 and Figure 4 In some embodiments, the mounting end of the inner cylinder 1 is provided with a receiving hole for accommodating the end of the locking bolt.

[0050] The receiving hole can completely house the end of the locking bolt inside the inner cylinder 1, preventing the bolt end from being exposed and interfering with or colliding with the surrounding components of the bushing, and preventing damage to the bolt or wear on the surrounding structure due to accidental contact. At the same time, this concealed design can make full use of the axial space of the inner cylinder 1, without the need to reserve additional external space to avoid the bolt end, making the overall structure of the bushing more compact and suitable for scenarios with strict installation space requirements, such as vehicles.

[0051] It should be noted that the assembly end and the installation end are located at opposite ends of the inner cylinder 1.

[0052] Please see Figures 2 to 4 In some embodiments, the inner cylinder 1 has a locking hole 102, and the inner cylinder 1 also has an engagement groove 103 connected to the locking hole 102 along the axial direction, and the engagement groove 103 is connected to the locking hole 102 in the radial direction.

[0053] In this design, the locking hole 102 and the engagement groove 103 form a connected groove, which is used in conjunction with a special bolt with a boss on the rod. When the special bolt passes through the locking hole 102 of the inner cylinder 1, its boss precisely engages in the engagement groove 103, blocking the circumferential relative rotation path between the bolt and the inner cylinder 1 of the bushing. Compared with the traditional anti-rotation method that relies on friction, this mechanical engagement has stronger limiting reliability and can stably withstand the circumferential torque generated by bolt tightening and working vibration, completely avoiding relative slippage between the bolt and the inner cylinder 1. In complex vibration conditions such as vehicle driving, traditional bolts are prone to self-rotation and loosening due to continuous vibration. However, this design, through the mechanical engagement of the boss of the special bolt and the engagement groove 103, prevents the special bolt from generating circumferential rotational displacement. Even when facing high-frequency vibration or impact loads, it can still maintain a stable tightness, effectively solving the problem of bolt loosening under vibration environment and significantly improving the long-term reliability of the connection between the bushing and the matching part 4.

[0054] Optionally, multiple engagement grooves 103 are provided along the circumference of the inner cylinder 1, and the multiple engagement grooves 103 are centrally symmetrically distributed.

[0055] Please see Figure 4 In some embodiments, the locking hole 102 includes a first guide area 1021, a locking area 1022 and a second guide area 1023 distributed along the axial direction. Both the first guide area 1021 and the second guide area 1023 are tapered grooves, and their diameters gradually decrease from the side of the outer end face close to the locking area 1022.

[0056] The tapered transition design between the first guide area 1021 and the second guide area 1023 avoids rigid collisions or scratches between the bolt and the locking area 1022 during bolt tightening, reducing the risk of damage from impacts. Furthermore, during assembly, the tapered first guide area 1021 can guide the bolt to quickly engage with it via its larger outer end face, ensuring precise insertion into the locking area 1022. This effectively prevents jamming or uneven wear between the bolt and the locking hole 102, reducing assembly difficulty and improving assembly efficiency.

[0057] Please see Figures 1 to 3 In some embodiments, the cross-section of the inner cylinder 1 is non-circular.

[0058] The non-circular structure enables circumferential positioning of the inner cylinder 1 and the rubber body 2, preventing relative slippage under conditions such as vibration and bolt tightening torque. This circumferential positioning mechanism creates a synchronously stressed structure between the rubber body 2 and the inner cylinder 1. When the inner cylinder 1 is subjected to circumferential torque, the non-circular contoured portion can transmit the torque through the rubber body 2, ensuring uniform force distribution and reducing damage to the rubber body 2 caused by localized stress concentration. Furthermore, this solution eliminates the need for additional complex components such as anti-rotation pins and keyways. While simplifying the structural design, it enhances the connection stability between the inner cylinder 1 and the rubber body 2, preventing peeling of the bonding surface between the rubber body 2 and the inner cylinder 1 due to long-term relative rotation, and improving the bushing's torsional load-bearing capacity and service life.

[0059] Optionally, the cross-section of the inner cylinder 1 can be a polygon, an ellipse, or a combination of straight lines and arcs.

[0060] Based on the same inventive concept, this application also provides a vehicle. The vehicle includes the aforementioned anti-torsion bushing.

[0061] The vehicle provided by this utility model adopts the aforementioned anti-torsion bushing. The vibration damping hole is designed in an arc shape, which can conform to the stress characteristics of the rubber body 2, so that the stress is evenly distributed along the arc surface, avoiding stress concentration at the edge of the vibration damping hole and weakening the strength of the rubber body 2. The addition of a partition maximizes the effective occupancy area of ​​the rubber body 2 while ensuring the vibration damping function of the bushing, thereby improving the overall structural strength of the rubber body 2 and providing stronger anti-torsion support for the bushing. This improves the defect of traditional bushings that are prone to torsional deformation due to bolt tightening. During the tightening of the locking bolt, when friction is generated between the bolt flange face and the inner cylinder 1 of the bushing and attempts to drive the inner cylinder 1 to rotate, the increased strength of the rubber body 2 can provide sufficient resistance to deformation. If the inner cylinder 1 is to twist, it must overcome a greater deformation resistance of the rubber body 2. In this application, due to the increased area occupied by the rubber body 2, its resistance to deformation is enhanced, so that the tightening bolt will not cause large torsional deformation of the rubber body 2 when tightening. This not only ensures the vibration reduction and isolation performance, but also ensures the uniformity of the bushing's stiffness in all directions, so that the bolt can reach the set tightening target value, improve the bolt tightening accuracy, and reduce the risk of bolt loosening.

[0062] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An anti-torsion bushing, characterized in that, It includes an inner cylinder (1), a rubber body (2) and an outer cylinder (3) arranged sequentially from the inside to the outside. The rubber body (2) is connected to the inner cylinder (1) and the outer cylinder (3). The rubber body (2) has a plurality of spaced vibration damping holes along the circumference. The vibration damping holes are arc-shaped holes and have a partition inside. The partition divides the vibration damping holes symmetrically into two groups of independent vibration damping zones.

2. The anti-torsion bushing as described in claim 1, characterized in that, The rubber body (2) comprises: The first connecting cylinder (201) is sleeved outside the inner cylinder (1) and connected to the inner cylinder (1); The second connecting cylinder (204) is embedded in the outer cylinder (3) and combined with the outer cylinder (3). An annular buffer space is formed between the first connecting cylinder (201) and the second connecting cylinder (204). Multiple connectors (202) are spaced apart within the buffer space, with the vibration damping hole formed between adjacent connectors (202). Each connector (202) includes a connecting portion (2021) and an extension portion (2022) distributed from the inside out. The connecting portion (2021) is connected to the first connecting cylinder (201), and the extension portion (2022) is connected to the second connecting cylinder (204), with the extension portion (2022) protruding circumferentially outward from the connecting portion (2021). Multiple separators (203) are provided one-to-one with the connecting member (202). The separators (203) are located inside the vibration damping hole and connected to the first connecting cylinder (201) and the second connecting cylinder (204) to divide the vibration damping hole into two independent vibration damping zones. The separators (203) form the partition.

3. The anti-torsion bushing as described in claim 2, characterized in that, The end faces of the first connecting cylinder (201) and the second connecting cylinder (204) are flush, and the connecting member (202) and the partition member (203) are both axially recessed inward at the end face of the first connecting cylinder (201).

4. The anti-torsion bushing as described in claim 1, characterized in that, The inner cylinder (1) has an anti-rotation groove (101) at its assembly end. The cross-section of the anti-rotation groove (101) is non-circular and is adapted to the anti-rotation part (401) of the handpiece (4). The anti-rotation part (401) of the handpiece (4) is inserted into the anti-rotation groove (101) to achieve circumferential positioning.

5. The anti-torsion bushing as described in claim 1, characterized in that, The assembly end of the inner cylinder (1) protrudes outward along the axial direction from the rubber body (2).

6. The anti-torsion bushing as described in claim 1, characterized in that, The inner cylinder (1) has a receiving hole at its mounting end, which is used to accommodate the end of the locking bolt.

7. The anti-torsion bushing as described in claim 1, characterized in that, The inner cylinder (1) has a locking hole (102), and the inner cylinder (1) also has an engagement groove (103) connected to the locking hole (102) along the axial direction, and the engagement groove (103) is connected to the locking hole (102) in the radial direction.

8. The anti-torsion bushing as described in claim 7, characterized in that, The locking hole (102) includes a first guide area (1021), a locking area (1022), and a second guide area (1023) distributed along the axial direction. The first guide area (1021) and the second guide area (1023) are both conical grooves, and their diameters gradually decrease from the side of the outer end face close to the locking area (1022).

9. The anti-torsion bushing as described in claim 1, characterized in that, The cross-section of the inner cylinder (1) is non-circular.

10. A vehicle, characterized in that, The anti-torsion bushing has any one of claims 1-9.

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