A new energy automobile wheel suspension shock absorbing bushing

Abstract

The utility model relates to the technical field of automobile bushing, especially a shock absorbing bushing for new energy automobile wheel suspension, which comprises an outer sleeve, an inner sleeve coaxially arranged inside the outer sleeve, a rubber body integrally formed by vulcanization process and filled between the outer sleeve and the inner sleeve, and a damping body arranged between the inner sleeve and the outer sleeve and completely wrapped in the rubber body, wherein the damping body is a wave-shaped cylindrical structure made of metal rubber material, and the utility model can improve the radial support stiffness, damping energy dissipation capacity and overall durability of the bushing.

Description

Technical Field

[0001] This utility model relates to the field of automotive bushing technology, specifically to a shock-absorbing bushing for the wheel suspension of new energy vehicles. Background Technology

[0002] In automotive suspension systems, bushings are important elastic elements that connect key components such as control arms and subframes. Their core function is to dampen and isolate vibrations and impacts from the road surface, while providing the necessary radial and axial stiffness to ensure vehicle handling stability, ride comfort, and NVH (noise, vibration, and harshness) performance.

[0003] Traditional rubber bushings primarily rely on the elastic deformation of the vulcanized rubber body to absorb energy. However, with the increasing demands for ride comfort, handling precision, and durability from new energy vehicles, especially electric vehicles and high-end SUVs, traditional rubber bushings have revealed some inherent limitations: First, rubber materials are prone to stress relaxation, creep, and aging under long-term alternating loads, leading to a decrease in bushing stiffness and affecting the durability of vehicle dynamic performance; second, simply increasing the hardness or volume of rubber to meet high load requirements often sacrifices comfort; and third, the internal friction damping of rubber is relatively limited, and its attenuation effect on mid-to-high frequency vibrations needs to be improved.

[0004] Therefore, there is an urgent need in this field for a new type of shock absorber bushing that can significantly enhance its radial support capacity, damping characteristics and service life while maintaining or even improving comfort, so as to meet the higher requirements of new energy vehicles for suspension systems. Utility Model Content

[0005] In view of the shortcomings of the existing technology, the purpose of this utility model is to provide a shock-absorbing bushing for the wheel suspension of new energy vehicles, which can improve the radial support stiffness, damping energy dissipation capacity and overall durability of the bushing.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a shock-absorbing bushing for a wheel suspension of a new energy vehicle, comprising an outer sleeve; an inner sleeve coaxially disposed inside the outer sleeve; a rubber body integrally formed by vulcanization and filled between the outer sleeve and the inner sleeve; and a damping body disposed between the inner sleeve and the outer sleeve and completely enclosing the rubber body; wherein the damping body is a wave-shaped cylindrical structure made of metal-rubber material.

[0007] Preferably, the axial cross-sectional profile of the damping body is a waveform structure that follows a cosine function curve, with a peak in the middle and a smooth transition to a trough at both ends, and the whole is spindle-shaped.

[0008] Preferably, the waveform structure is a single-cycle or multi-cycle cosine waveform.

[0009] Preferably, the inner sleeve includes a cylinder, a first limiting plate, and a second limiting plate, the first limiting plate and the second limiting plate being fixedly disposed at both ends of the cylinder in the axial direction; the damping body is sleeved on the cylinder, and both ends of the damping body in the axial direction abut against the first limiting plate and the second limiting plate, respectively.

[0010] Preferably, the damping body is composed of multiple identical arc-shaped plates arranged circumferentially around the cylinder, each arc-shaped plate being an axially extending curved shell, which together form an approximately cylindrical multi-lobed structure.

[0011] Preferably, the first limiting plate and the cylinder are detachably connected, and the second limiting plate and the cylinder are integrally formed; the outer diameters of the first limiting plate and the second limiting plate are the same, and both are larger than the outer diameter of the cylinder.

[0012] Preferably, the first limiting disc includes a disc body and a cylindrical connecting portion extending axially from the disc body. The cylindrical connecting portion has an external thread on its outer periphery, and the inner side of the end of the cylindrical body has an internal thread that matches the external thread.

[0013] Preferably, the metal rubber is a homogeneous elastic porous material made of metal wires through weaving and stamping.

[0014] Preferably, the metal wire is stainless steel wire.

[0015] Preferably, both the first limiting plate and the second limiting plate are detachably connected to the cylinder.

[0016] Compared with the prior art, the beneficial effects of this utility model are: 1. By embedding a specially designed metal-rubber damper in the rubber body between the inner and outer sleeves, a collaborative working mechanism is formed between the rubber main vibration absorber frame, the metal-rubber main support, and the additional energy dissipation. The metal-rubber damper provides radial support stiffness far exceeding that of pure rubber, effectively suppressing the deformation of the bushing under excessive lateral force, while the rubber body ensures good axial elasticity and foundation vibration isolation. The combination of the two enables the bushing to simultaneously possess high load-bearing capacity, high damping, and good comfort. 2. The damping body adopts a single-cycle or multi-cycle cosine curve cylindrical structure, or is composed of multiple arc-shaped plates. The waveform structure can provide progressive nonlinear stiffness and improve stress distribution, while the multi-lobe combined structure reduces manufacturing difficulty and facilitates quality control. Attached Figure Description

[0017] Figure 1 This is an axial sectional view of the bushing of this utility model; Figure 2 This is a schematic diagram of the overall structure of the bushing of this utility model; Figure 3 This is a schematic diagram of the inner sleeve structure of this utility model.

[0018] In the diagram: 1 Outer sleeve, 2 Inner sleeve, 3 Damping body, 4 Rubber body, 21 Cylinder body, 22 First limiting plate, 23 Second limiting plate. Detailed Implementation

[0019] The specific embodiments of this utility model are described in detail below with reference to the accompanying drawings, so that those skilled in the art can more clearly understand how to practice this utility model. Although this utility model has been described in conjunction with its preferred embodiments, these embodiments are merely illustrative and not intended to limit the scope of this utility model.

[0020] Please see Figures 1 to 3 In one embodiment of this utility model, a shock-absorbing bushing for a new energy vehicle wheel suspension is provided. The shock-absorbing bushing is mainly composed of an outer sleeve 1, an inner sleeve 2, a damping body 3, and a rubber body 4. The outer sleeve 1 is a standard cylindrical steel component, and its inner wall is sandblasted or phosphated to enhance the adhesion to the rubber body. The inner sleeve 2 is coaxially arranged inside the outer sleeve 1.

[0021] The specific structure of the sleeve 2 is as follows: Figure 1 and Figure 3 As shown, it includes a cylindrical body 21, a first limiting plate 22, and a second limiting plate 23. The cylindrical body 21 is machined from a seamless steel pipe. The second limiting plate 23 is integrally formed with the right end of the cylindrical body 21 by welding to ensure connection strength and sealing. The first limiting plate 22 is located at the left end of the cylindrical body 21. It includes a plate body and an axially extending cylindrical connecting part. The outer periphery of the cylindrical connecting part is machined with external threads. Correspondingly, a matching internal thread is machined on the inner side of the left end of the cylindrical body 21. By screwing the first limiting plate 22, a detachable and fastened connection between it and the cylindrical body 21 can be achieved.

[0022] The first limiting disk 22 and the second limiting disk 23 have the same outer diameter. The outer diameter of the first limiting disk 22 is larger than the outer diameter of the cylinder 21, thereby limiting the axial position of the internal components in two directions.

[0023] The rubber body 4 is integrally formed between the outer sleeve 1 and the inner sleeve 2 through a vulcanization process. The damping body 3 is disposed between the outer sleeve 1 and the inner sleeve 2 and is completely enclosed within the rubber body 4 during the vulcanization process. The damping body 3 is used to provide additional radial support for the bushing and compensates for the mechanical properties of the rubber body 4 through its own damping characteristics, thereby synergistically improving the overall damping performance and fatigue life of the bushing.

[0024] The damping body 3 is a cylindrical body made of metal-rubber material with a specific geometric waveform. Its axial cross-sectional profile follows a cosine function curve, specifically expressed as: y(x) = A * cos(2πx / λ), where y is the radial offset relative to the surface of the cylinder 21, A is the amplitude (i.e., the peak height), x is the axial coordinate, and λ is the wavelength. In this embodiment, the damping body 3 is designed as a single-cycle waveform, that is, the wavelength λ is equal to the effective constraint distance between the inner sides of the first limiting disk 22 and the second limiting disk 23. Therefore, the overall shape of the damping body 3 is as follows: the radial thickness is the largest at the midpoint of the axial direction (peak), and decreases symmetrically and continuously to both sides, with the thickness being the smallest at the contact points with the limiting disks at both ends (troughs), forming a smooth spindle or olive shape.

[0025] In actual production, the damping body 3 is made of SUS304 stainless steel wire with a diameter of 0.15mm. It is spirally wound and woven into a blank of a specific density, and then placed into a specially designed mold with a cavity of single-cycle cosine curved surface. After cold stamping and subsequent heat treatment, the wave-shaped cylindrical metal-rubber component is formed. Its relative density, i.e., the ratio of the volume of the metal-rubber solid to the volume of the outer contour, is controlled at 0.25±0.03. Next, the pre-made damping body 3 is fitted into the cylinder 21, so that one end of it is tightly abutted against the inner end face of the second limiting plate 23. Then, the first limiting plate 22 is screwed into the left end of the cylinder 21 until its inner end face presses against the other end of the damping body 3, thereby axially pre-tightening and fixing the damping body 3; finally, with the assistance of the mold, the assembled inner sleeve 2 assembly is placed in the center of the cavity of the outer sleeve 1, and a mixture of unvulcanized natural rubber and butadiene rubber is injected into the cavity between the inner and outer cylinders. Vulcanization is carried out under high temperature and high pressure. During this process, the rubber body 4 is formed and firmly bonded to the inner wall of the outer sleeve 1 and the outer surface of the cylinder 21 of the inner sleeve 2 and the damping body 3, ultimately forming an integrated bushing product.

[0026] During use, when the bushing is subjected to radial loads, the rubber body 4 first undergoes elastic deformation. As the deformation increases, the corrugated metal-rubber damper 3 begins to participate in load bearing. Due to its corrugated design, the stiffness is low in the initial contact stage (near the trough), and then the crest region gradually contacts and provides rapidly increasing support force, making the bushing's force-displacement curve exhibit ideal nonlinear hardening characteristics. That is, it is initially soft to ensure comfort, and later stiffens to limit excessive displacement and maintain handling stability. In addition, the smooth transition of the cosine curve avoids stress concentration. The rubber body 4 bears the main shear deformation, while the metal-rubber damper 3 bears the main compressive and bending stresses, with each material making the best use of its properties. The excellent fatigue resistance of the metal rubber compensates for the aging and fatigue weaknesses of the rubber material. In one embodiment, the damping body 3 can adopt a split-combination structure to further optimize the manufacturing process and performance control. In this embodiment, the damping body 3 is composed of eight identical arc-shaped plates arranged circumferentially. Each plate is made of metal-rubber material by stamping, and its axial cross-section is an arc segment with a constant radius of curvature, which is slightly larger than the radius of the cylinder 21. All plates are evenly arranged around the cylinder 21 with their concave surfaces facing the axis of the cylinder 21, forming a near-cylindrical polyhedral structure, similar to the splicing of the planks of a wooden barrel. A uniform gap of about 0.5 mm is left between the plates. In this embodiment, the mold for a single flat arc-shaped plate is simpler, the stamping consistency is high, and the quality inspection is convenient. By increasing or decreasing the number of plates or adjusting the initial gap between the plates, the radial stiffness and damping characteristics of the bushing can be finely adjusted. The existence of the gap also provides a channel for the flow and encapsulation of the rubber during vulcanization, enhancing the mechanical interlocking.

[0027] In addition, for different vehicle platforms such as compact electric vehicles, mid-size SUVs, and high-performance vehicles, comfort-oriented vehicles can use single-cycle, large-amplitude waveforms; performance-oriented vehicles can use dual-cycle or higher-frequency waveforms to improve initial stiffness; and the stiffness and damping value of the damping body can be adjusted within a wide range by changing the material of the metal wire, such as titanium alloy wire, to further reduce weight, wire diameter, and weaving density.

[0028] In summary, this utility model significantly improves the radial support stiffness, damping energy dissipation capacity, and overall durability of a traditional rubber bushing by embedding a damper with a specific waveform structure and material into it. The structure is flexible, easy to manufacture and maintain, and has good prospects for engineering applications.

[0029] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A shock-absorbing bushing for a wheel suspension of a new energy vehicle, characterized in that, include: Outerwear tube (1); The inner sleeve (2) is coaxially disposed inside the outer sleeve (1); A rubber body (4), integrally formed by vulcanization and filled between the outer sleeve (1) and the inner sleeve (2); and The damping body (3) is disposed between the inner sleeve (2) and the outer sleeve (1) and is completely enclosed within the rubber body (4); wherein the damping body (3) is a wave-shaped cylindrical structure made of metal rubber material.

2. The shock-absorbing bushing for a new energy vehicle wheel suspension according to claim 1, characterized in that: The axial profile of the damping body (3) is a waveform structure that follows the cosine function curve, with a peak in the middle and a smooth transition to the trough at both ends, and the whole is spindle-shaped.

3. A shock-absorbing bushing for a new energy vehicle wheel suspension according to claim 2, characterized in that: The waveform structure is a single-cycle or multi-cycle cosine waveform.

4. A shock-absorbing bushing for a new energy vehicle wheel suspension according to claim 1, characterized in that: The inner sleeve (2) includes a cylinder, a first limiting plate and a second limiting plate, the first limiting plate and the second limiting plate are respectively fixedly disposed at both ends of the cylinder in the axial direction; the damping body (3) is sleeved on the cylinder, and the two ends of the damping body (3) in the axial direction abut against the first limiting plate and the second limiting plate respectively.

5. A shock-absorbing bushing for a wheel suspension of a new energy vehicle according to claim 4, characterized in that: The damping body (3) is composed of multiple identical arc-shaped plates arranged around the cylinder in a circumferential manner. Each arc-shaped plate is an axially extending curved shell, which together form a multi-lobed structure that is approximately cylindrical.

6. A shock-absorbing bushing for a new energy vehicle wheel suspension according to claim 4, characterized in that: The first limiting plate is detachably connected to the cylinder, and the second limiting plate is integrally formed with the cylinder; the outer diameters of the first limiting plate and the second limiting plate are the same and both are larger than the outer diameter of the cylinder.

7. A shock-absorbing bushing for a new energy vehicle wheel suspension according to claim 6, characterized in that: The first limiting disc includes a disc body and a cylindrical connecting part extending axially from the disc body. The cylindrical connecting part has an external thread on its outer periphery, and the inner side of the end of the cylindrical body has an internal thread that matches the external thread.

8. A shock-absorbing bushing for a new energy vehicle wheel suspension according to claim 1, characterized in that: The metal rubber is a homogeneous, elastic, porous material made of metal wires through weaving and stamping.

9. A shock-absorbing bushing for a wheel suspension of a new energy vehicle according to claim 8, characterized in that: The metal wire is stainless steel wire.

10. A shock-absorbing bushing for a wheel suspension of a new energy vehicle according to claim 4, characterized in that: Both the first limiting plate and the second limiting plate are detachably connected to the cylinder.

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