Manufacturing method of rubber suspension structure


With the development of automobiles in the direction of high speed and light weight, the problems of automobile vibration and noise are becoming more and more prominent, and people's requirements for vibration and noise control are becoming more and more strict. For the suspension system connecting the powertrain and the body, since it also plays the role of vibration isolation and damping, its fatigue durability is also related to the NVH performance and reliability of the vehicle.

The traditional rubber suspension is mainly composed of a metal frame and a rubber main spring. The rubber mainspring assembly is pressed into the metal skeleton with interference dimensions. Due to different material properties, the design life of the two is very different. Metal skeletons are typically designed to last several times longer than rubber mainsprings. Due to the performance limitations of the material, the rubber main spring will age and creep over time, resulting in failure of the vibration isolation performance and poor vibration isolation performance. At this time, although the metal skeleton is intact, it still needs to be replaced as a whole, resulting in higher after-sales costs.

The purpose of the utility model is to provide a detachable rubber suspension structure to improve the service life of the rubber suspension.

In order to achieve the above purpose, the technical scheme adopted by the present invention is as follows: a rubber suspension structure includes a metal skeleton and a rubber main spring, the metal skeleton is provided with a card groove, and the card groove and the flange a on the rubber main spring form a detachable Snap fit.

Compared with the prior art, the clamping groove provided on the metal skeleton forms a detachable clamping fit with the flange a provided on the rubber main spring, which can not only fix the rubber main spring in the metal skeleton, but also Replace the rubber main spring when it fails, thereby increasing the overall life of the rubber mount.

The big difference between new energy vehicles and fuel vehicles is the power system. Which mount to use depends primarily on the form of the powertrain excitation force. The excitation of gasoline engines and diesel engines of traditional fuel vehicles mainly comes from the unbalanced inertia generated by the rotation of the crankshaft and the reciprocating force of the crank connecting rod. The mounts will be designed with low dynamic stiffness to isolate these excitation forces, but at low frequencies, excitation from the road surface and engine ignition requires greater stiffness and damping of the mounts. Based on this, the third-generation hydraulic mount can meet this requirement well, but at high frequency, dynamic hardening still occurs, resulting in high-frequency noise. Therefore, the solution should be active suspension, which is similar to active suspension and can provide the required stiffness and damping according to different working conditions.

However, unlike pure electric vehicles, the motor has no idling state, no crank connecting rod mechanism, only the unbalanced inertia of the rotor, so it does not need too complicated hydraulic support to meet the requirements of low high-frequency stiffness and low-frequency high stiffness. A pure rubber base will suffice. However, it should be noted that when the motor passes through the reducer and starts to brake, the output torque is very large, depending on the external characteristics of the motor. If the three-point suspension arrangement is adopted, the pressure of the rear tie rod is very large, so the rigidity of the rear tie rod is generally designed to be several times larger than that of traditional vehicles.