CN211764767U - Automobile suspension bush and automobile - Google Patents

Abstract

The utility model belongs to the technical field of supporting components for automobile suspensions, and relates to an automobile suspension bushing and an automobile. The automobile suspension bushing includes an inner tube and an outer tube, and also includes a polygonal middle frame, the polygonal middle frame is sleeved on the outer side of the inner tube, and the outer tube is sleeved on the outer side of the polygonal middle frame, A rubber layer is filled between the inner tube and the polygonal middle frame, and between the polygonal middle frame and the outer tube, so as to effectively solve the problem that the current three-frame bushing cannot eliminate the tensile stress existing in the rubber, and the durability is poor. The problem.

Description

Automobile Suspension Bushings and Automobiles

technical field

The utility model relates to the field of support members for automobile suspensions, in particular to an automobile suspension bushing and an automobile.

Background technique

Rubber bushings have become an indispensable and important component of automobiles due to their good vibration isolation performance, elastic characteristics and attenuation characteristics. The swing arms in automobile suspension systems generally use rubber bushings to connect with the subframe, steering knuckle or the body, and the function of the rubber elastic body is used to achieve the articulation of each swing arm.

Current rubber bushings include two-frame bushings and three-frame bushings. The two-frame bushing has a low degree of design freedom, and there is a contradiction between its radial stiffness and torsional stiffness, which is difficult to meet the design requirements of the vehicle. The three-frame bushing can solve the contradiction between the radial stiffness and the torsional stiffness of the two-frame bushing.

The principle of the three-frame bushing is to connect the inner tube, the outer tube and the middle skeleton tube through rubber. Due to the inherent shortcomings of the inner tube knurling of this structure, it can no longer be reamed to compress the rubber, resulting in the reduction of the rubber diameter. limited. The three-frame bushing is a vulcanized product. Its production temperature is between 165-210 °C. When it cools to room temperature, due to the cold shrinkage effect, there is a tensile stress inside the rubber. It is necessary to compress the rubber radially to eliminate the internal tension of the rubber. However, the above-mentioned three-frame bushing cannot eliminate the tensile stress existing in the rubber due to its limited rubber diameter reduction, which is easy to cause the rubber to wear and has poor durability.

Utility model content

The technical problem to be solved by the utility model is: the current three-frame bushing rubber has a limited amount of diameter reduction, cannot eliminate the tensile stress existing in the rubber, easily causes the rubber to wear and has poor durability.

In order to solve the above technical problems, the utility model provides an automobile suspension bushing, the automobile suspension bushing includes an inner tube and an outer tube, and also includes a polygonal middle frame, and the polygonal middle frame is sleeved on the inner tube. On the outside, the outer tube is sleeved on the outer side of the polygonal middle skeleton, and a rubber layer is filled between the inner tube and the polygonal middle skeleton and between the polygonal middle skeleton and the outer tube.

Preferably, the rubber layer includes a first rubber layer filled between the inner tube and the polygonal middle skeleton, and a second rubber layer filled between the polygonal middle skeleton and the outer tube.

Preferably, the inner tube, the first rubber layer and the polygonal middle skeleton are fixedly connected; the outer tube and the second rubber layer are fixedly connected.

Preferably, the polygonal middle skeleton and the second rubber layer are in an interference fit.

Preferably, the inner tube, the first rubber layer and the polygonal middle skeleton are vulcanized integrally; the outer tube and the second rubber layer are vulcanized integrally.

Preferably, the polygonal mid-frame is specifically a polygonal concave-convex mid-frame.

Preferably, the inner tube is a metal inner tube, the outer tube is a metal outer tube, and the polygonal middle skeleton is a metal polygonal middle skeleton.

The automobile suspension bushing disclosed by the utility model comprises an inner tube and an outer tube, and also includes a polygonal middle frame. The polygonal middle frame is sleeved on the outer side of the inner tube, and the outer tube is sleeved on the outer side of the polygonal middle frame. A rubber layer is filled between the middle skeleton and between the polygonal middle skeleton and the outer tube, and through the polygonal middle skeleton, the rubber layer filled between the inner tube and the middle skeleton is radially compressed with the polygonal middle skeleton in the circumferential direction to release the rubber. The tensile stress inside the layer ensures the life of the rubber, improves the durability of the bushing, and effectively solves the problem that the current three-frame bushing cannot eliminate the tensile stress existing in the rubber and has poor durability. At the same time, through radial compression, the radial stiffness of the automobile suspension bushing can be increased and the axial stiffness can be decreased, which plays the role of fine-tuning.

The utility model provides an automobile, which comprises the automobile suspension bushing, which is assembled on a guide device and is connected with the workpiece to be connected.

Preferably, the workpiece to be connected includes a subframe, a steering knuckle or a body.

In the automobile disclosed by the utility model, the automobile suspension bushing is assembled on the guide device and connected with the workpiece to be connected, so as to control the movement track of the guide device, and simultaneously bear the forces and moments in all directions from the guide device.

Description of drawings

In order to illustrate the technical solutions of the present invention more clearly, the following briefly introduces the accompanying drawings used in the description of the present invention. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can also be obtained from these drawings without creative labor.

1 shows a cross-sectional view of an automobile suspension bushing in an embodiment of the present invention;

Figure 2 shows a top view of an automobile suspension bushing in an embodiment of the present invention;

3 shows a schematic diagram of another angle of an automobile suspension bushing in an embodiment of the present invention;

Among them, 1. the inner tube; 2. the outer tube; 3. the polygonal middle skeleton; 4. the first rubber layer; 5. the second rubber layer.

Detailed ways

In order to make the technical problems, technical solutions and beneficial effects solved by the present 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 only used to explain the present invention, and are not intended to limit the present invention.

In the description of the present invention, it should be understood that the terms "longitudinal", "radial", "length", "width", "thickness", "upper", "lower", "front", "rear" , "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings , is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the indicated device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

In the description of the present invention, it should be noted that, unless otherwise expressly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it may be a fixed connection or a connectable connection. Detachable connection, or integral connection; may be mechanical connection or electrical connection; may be direct connection, or indirect connection through an intermediate medium, or internal communication between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood in specific situations.

The utility model provides an automobile suspension bushing, as shown in Fig. 1, Fig. 2 and Fig. 3, the automobile suspension bushing includes an inner tube 1 and an outer tube 2, and also includes a polygonal middle skeleton 3, and a polygonal middle skeleton 3 are sleeved on the outer side of the inner tube 1, the outer tube 2 is sleeved on the outer side of the polygonal middle skeleton 3, and a rubber layer is filled between the inner tube 1 and the polygonal middle skeleton 3 and between the polygonal middle skeleton 3 and the outer tube 2.

Among them, the automobile suspension bushing is the guiding device of the automobile suspension system (such as: control arm, thrust rod, etc.), the hinge piece connected with the body or the subframe, and also the elastic connecting piece of the automobile suspension system. The hinge function of each swing arm is achieved through the function of the rubber elastic body. The polygonal mid-frame 3 refers to a mid-frame with a polygonal cross-section.

Specifically, the automobile suspension bushing includes an inner tube 1, an outer tube 2 and a polygonal middle frame 3, the polygonal middle frame 3 is sleeved on the outer side of the inner tube 1, and the outer tube 2 is sleeved on the outer side of the polygonal middle frame 3, A rubber layer is filled between the inner tube 1 and the polygonal middle skeleton 3, and between the polygonal middle skeleton 3 and the outer tube 2, so that the inner tube 1, the polygonal middle skeleton 3 and the outer tube 2 are connected together, and the inner tube 1 and the outer tube are connected together. The relative movement of 2 is achieved by compressing or stretching the rubber layer, which ensures the freedom required for the movement of the vehicle suspension. At the same time, through the stiffness and damping characteristics of the rubber material itself, it can absorb the impact caused by the unevenness of the road surface, play a buffering role, and enable the vehicle to run smoothly.

The characteristics of rubber are that it is compressive and not tensile, and due to the limitation of the structure of the automobile suspension bushing, the inner tube 1 and the outer tube 2 of the automobile suspension bushing repeatedly rub against the rubber layer, and the swing arm is subjected to the force and moment force in all directions of the wheel. Larger, the tensile stress of the rubber layer during the working process is too large, resulting in increased wear of the rubber layer and deterioration of durability. Therefore, it is necessary to eliminate the tensile stress inside the rubber by radial compression of the rubber layer to ensure the life, thereby increasing the durability of the bushing.

In this example, the inner tube 1 and the outer tube 2 are both circular tubes, and the polygonal middle skeleton 3 is a polygonal tube. The rubber layer is arranged between the inner tube 1 and the polygonal middle skeleton 3, and between the polygonal middle skeleton 3 and the outer tube 2 In between, the cross section of the rubber layer close to the polygonal middle skeleton 3 is polygonal. This design can make the inner tube 1, the polygonal middle skeleton 3 and the rubber layer filled between the inner tube 1 and the polygonal middle skeleton 3 to form a whole. , and realize radial compression in the circumferential direction, so that there is pre-existing compressive stress between rubber molecules. When the bushing is subjected to external load during the working process, the compressive stress on one side increases and the compressive stress on the other side decreases or Return to a free state, and at the same time, through the adjustment of the compression amount, the influence of the tensile stress on the bushing during the working process can be reduced, which can effectively avoid the early damage of the product and improve the service durability.

In this embodiment, the polygonal middle skeleton 3 is a polygonal tube, and the rubber layer is arranged between the inner tube 1 and the polygonal middle skeleton 3, and between the polygonal middle skeleton 3 and the outer tube 2, so that the rubber layer is close to the side of the polygonal middle skeleton 3 The cross section is polygonal, so as to realize the radial compression of the rubber layer, release the tensile stress inside the rubber layer, ensure the life of the rubber layer, improve the durability of the bushing, and effectively solve the problem that the current three-frame bushing cannot eliminate the existing problems in the rubber. Tensile stress, poor durability. At the same time, through radial compression, the radial stiffness of the automobile suspension bushing can be increased and the axial stiffness can be decreased, which plays the role of fine-tuning.

In one embodiment, as shown in FIG. 1 , FIG. 2 and FIG. 3 , the rubber layer includes a first rubber layer 4 filled between the inner tube 1 and the polygonal middle skeleton 3 , and a first rubber layer 4 filled between the polygonal middle skeleton 3 and the outer tube. 2 between the second rubber layer 5.

Specifically, the rubber materials used in the first rubber layer 4 and the second rubber layer 5 and the hardness of the materials can be different, so that a wider range of stiffness adjustment can be achieved, and it is suitable for a more complex working environment.

In one embodiment, the inner tube 1 , the first rubber layer 4 and the polygonal middle skeleton 3 are fixedly connected; the second rubber layer 5 and the outer tube 2 are fixedly connected.

Specifically, the inner tube 1 , the first rubber layer 4 and the polygonal middle skeleton 3 are fixedly connected, that is, the inner tube 1 and the polygonal middle skeleton 3 are fixedly connected through the first rubber layer 4 to form an integrated structure. The second rubber layer 5 and the outer tube 2 are fixedly connected to form an integrated structure, so as to avoid the looseness of the automobile suspension bushing when it is impacted by the load, and improve the stability.

In one embodiment, the inner tube 1 , the first rubber layer 4 and the polygonal middle skeleton 3 are vulcanized into one piece; the second rubber layer 5 and the outer tube 2 are vulcanized into one piece.

Among them, the vulcanization integration refers to the use of a vulcanization process to form an integrated structure. In this embodiment, the inner tube 1, the first rubber layer 4 and the polygonal middle skeleton 3 are fixedly connected through the vulcanization process, and the second rubber layer 5 and the outer tube 2 are fixedly connected, so as to simplify the fixing structure and strengthen the rubber Elasticity and strength, not easy to deform and reduce sensitivity to temperature.

Further, the first rubber layer 4 and the second rubber layer 5 can be vulcanized separately by using different rubber materials, which provides a wider range for system design and adjustment, and achieves the balance of vehicle performance.

In one embodiment, as shown in FIG. 1 , FIG. 2 and FIG. 3 , the polygonal mid-frame 3 is specifically a polygonal concave-convex mid-frame.

Among them, a polygonal concave-convex mid-frame is formed by uniformly distributing concave-convex grooves with a certain radian in the circumferential direction. Specifically, a polygonal concave-convex middle skeleton formed by evenly distributing concave-convex grooves with a certain radian in the circumferential direction can radially compress the rubber layer, and the tensile stress inside the rubber layer can be uniformly released.

In one embodiment, as shown in FIG. 1 , FIG. 2 and FIG. 3 , the end face of the inner tube 1 is a knurled structure.

Wherein, the knurling structure is formed by a plurality of convex teeth in an annular array with the inner tube 1 as the axis. In this embodiment, in order to increase the friction coefficient, knurling process is performed on the end face of the inner tube 1 to form a knurling structure, so as to prevent abnormal noise from the installation position when the vehicle is running, and improve the fastening force.

In one embodiment, the polygonal middle frame 3 and the second rubber layer 5 are in an interference fit.

Specifically, the polygonal middle skeleton 3 and the second rubber layer 5 are in an interference fit, that is, the vulcanized inner tube 1, the first rubber layer 4 and the polygonal middle skeleton 3 are press-fitted into the vulcanized second rubber layer through an interference fit. 5 and the outer tube 2, to reduce the diameter of the second rubber layer 5 through the interference dimensional tolerance, realize the secondary diameter reduction, and further improve the durability of the bushing.

Further, by directly press-fitting the polygonal middle skeleton 3 and the second rubber layer 5 into the second rubber layer 5 integrated with vulcanization, necking can be realized, which can reduce the diameter reducing process and effectively reduce the necking cost.

In one embodiment, the inner tube 1 is a metal inner tube, the outer tube 2 is a metal outer tube, and the polygonal middle skeleton 3 is a metal polygonal middle skeleton.

In this embodiment, by using a metal inner tube, a metal outer tube and a metal polygonal middle skeleton, the automobile suspension bushing has the properties of high hardness, wear resistance, good strength and toughness, heat resistance and corrosion resistance, etc., thereby improving the Durability of automotive suspension bushings.

The utility model also provides an automobile, which includes the automobile suspension bushing in the above-mentioned embodiment, and the automobile suspension bushing is assembled on the guide device and connected with the workpiece to be connected.

The guide device includes but is not limited to a control arm or a thrust rod. In this embodiment, the automobile suspension bushing is assembled on the guide device and connected with the workpiece to be connected to provide the flexibility required for the movement of the guide device. Conducive to improving the ride comfort of the vehicle.

In one embodiment, the workpieces to be joined include a subframe, a knuckle, or a body.

Wherein, the workpieces to be connected to which the automobile suspension bushing can be connected include but are not limited to subframe, steering knuckle or body. It is connected with the subframe, steering knuckle or body to control the trajectory of the guide device, and at the same time bear the forces and moments from the guide device in all directions.

The above are only preferred embodiments of the present invention, and are not intended to limit the present invention. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present invention shall be included in the present invention. within the scope of protection of the utility model.

Claims (10)

1. An automobile suspension bushing, comprising an inner tube and an outer tube, and is characterized in that, also comprising a polygonal middle frame, the polygonal middle frame is sleeved on the outside of the inner tube, and the outer tube is sleeved on the outer side of the inner tube. On the outside of the polygonal middle frame, a rubber layer is filled between the inner tube and the polygonal middle frame, and between the polygonal middle frame and the outer tube. 2 . The automobile suspension bushing according to claim 1 , wherein the rubber layer comprises a first rubber layer filled between the inner tube and the polygonal midframe, and a first rubber layer filled in the polygonal skeleton. 3 . A second rubber layer between the middle frame and the outer tube. 3 . The automobile suspension bushing according to claim 2 , wherein the inner tube, the first rubber layer and the polygonal middle frame are fixedly connected; the outer tube and the second rubber layer are fixedly connected. 4 . Fixed connection. 4 . The automobile suspension bushing according to claim 3 , wherein the polygonal middle frame and the second rubber layer are in an interference fit. 5 . 5 . The automobile suspension bushing according to claim 3 , wherein the inner tube, the first rubber layer and the polygonal middle skeleton are vulcanized into one body; the outer tube and the second rubber layer are vulcanized in one piece. 6 . Vulcanized one. 6 . The automobile suspension bushing according to claim 1 , wherein the polygonal middle frame is specifically a polygonal concave-convex middle frame. 7 . 7 . The automobile suspension bushing according to claim 1 , wherein the end face of the inner tube is of a knurled structure. 8 . 8 . The automobile suspension bushing according to claim 1 , wherein the inner tube is a metal inner tube, the outer tube is a metal outer tube, and the polygonal middle skeleton is a metal polygonal middle skeleton. 9 . 9 . An automobile, characterized in that it comprises the automobile suspension bushing according to any one of claims 1 to 8 , the automobile suspension bushing is assembled on a guide device and connected with the workpiece to be connected. 10. The automobile of claim 9, wherein the workpiece to be connected comprises a subframe, a steering knuckle or a body.

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