CN216555101U - Automobile auxiliary frame bushing - Google Patents
Automobile auxiliary frame bushing Download PDFInfo
- Publication number
- CN216555101U CN216555101U CN202122314383.8U CN202122314383U CN216555101U CN 216555101 U CN216555101 U CN 216555101U CN 202122314383 U CN202122314383 U CN 202122314383U CN 216555101 U CN216555101 U CN 216555101U
- Authority
- CN
- China
- Prior art keywords
- damping rubber
- bushing
- outer sleeve
- inner frame
- low
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Vibration Prevention Devices (AREA)
- Springs (AREA)
Abstract
The utility model relates to an automobile auxiliary frame bushing, which comprises an outer sleeve, an inner framework arranged inside the outer sleeve and a pair of low-damping rubber main springs symmetrically arranged between the outer sleeve and the inner framework, wherein the outer side of each low-damping rubber main spring is fixedly connected with the outer sleeve, the inner side of each low-damping rubber main spring is fixedly connected with the inner framework, a high-damping rubber limiting block is further arranged between the outer sleeve and the inner framework, the outer side of each high-damping rubber limiting block is fixedly connected with the outer sleeve, and the inner side of each high-damping rubber limiting block is separated from the inner framework. Compared with the prior art, the high-damping rubber arranged in the X direction meets the damping effect, and the dynamic-static ratio in the Z direction is not influenced; the three-dimensional rigidity ratio is consistent with that of a common bushing, the structural design is not limited, and the application range is wide; and the stroke of the high damping rubber in the X direction can be adjusted.
Description
Technical Field
The utility model belongs to the technical field of automobile chassis, and relates to an automobile auxiliary frame bushing.
Background
The auxiliary frame bushing belongs to an automobile chassis suspension system, and the quality of the performance of the auxiliary frame bushing directly influences the whole automobile control performance and NVH effect of an automobile and even the comfort of passengers and drivers.
During movement of the vehicle, it is sometimes desirable for the bushings to provide different damping in different directions to achieve the effect of improving seismic isolation and NVH. For example: when the automobile accelerates or brakes the deceleration strip, the auxiliary frame bushing is required to provide high damping in the front-rear direction of the whole automobile so as to quickly attenuate vibration, and meanwhile, the low dynamic-static ratio is required in the vertical direction of the whole automobile so as to meet the NVH performance requirement. Therefore, with the continuous improvement of the performance requirements of users on the whole automobile, the double-damping auxiliary frame rubber bushing product is gradually popularized and applied in automobile design.
Chinese utility model patent CN205937608U discloses a torsion beam double-rubber bush, including interior sleeve pipe, the outer tube, first elasticity main spring and second elasticity main spring, interior sleeve pipe and outer tube are the straight tube type, outer tube ring cover is in interior sheathed tube periphery, interior sleeve pipe and outer tube are connected through first elasticity main spring and second elasticity main spring, first elasticity main spring and second elasticity main spring all are equipped with two sets ofly, symmetry cross arrangement respectively, be equipped with first glue slot and the second of gluing between first elasticity main spring and the second elasticity main spring and glue the slot, first glue slot is located interior sleeve pipe outer wall, the second glues the slot and is located the outer tube inner wall. In the bushing structure, the inner sleeve and the outer sleeve are vulcanized together through the first main elastic spring and the second main elastic spring with different damping, and the main defects are as follows:
1) the high-damping rubber has high dynamic-static ratio, is influenced by the combined action of two rubbers, has high axial dynamic-static ratio, and can only be applied to positions with low requirements on axial dynamic stiffness, such as a torsion beam bushing;
2) two radial rigidities of the bushing of the structure can influence each other, in the practical design, in order to meet different damping, the ratio of the two radial rigidities is difficult to achieve 3:1 or above, the design of the rigidity of the bushing is greatly limited, and the application and popularization are influenced;
3) the high damping rubber continuously influences the movement and cannot adjust the intervention stroke.
SUMMERY OF THE UTILITY MODEL
The utility model aims to provide an automobile auxiliary frame bushing, wherein high-damping rubber is arranged in the X direction of the bushing to meet the damping effect, and the dynamic-static ratio in the Z direction is not influenced; the three-dimensional rigidity ratio is consistent with that of a common bushing, the structural design is not limited, and the application range is wide; and the stroke of the high damping rubber in the X direction can be adjusted.
The purpose of the utility model can be realized by the following technical scheme:
the utility model provides a car sub vehicle frame bush, this bush includes the outer tube, sets up at the inside inner frame of outer tube and a pair of symmetry setting low damping rubber main spring between outer tube and inner frame, the outside and outer tube fixed connection of low damping rubber main spring, inboard and inner frame fixed connection, outer tube and inner frame between still be equipped with high damping rubber stopper, the outside and outer tube fixed connection of high damping rubber stopper, inboard and inner frame separate mutually.
Furthermore, the outer sleeve and the inner framework are coaxially arranged.
Furthermore, the two low-damping rubber main springs are respectively positioned on two sides of the inner framework, and the central axis of the outer sleeve and the central axes of the two low-damping rubber main springs are positioned on the same plane.
Furthermore, the high damping rubber limiting blocks are provided with two high damping rubber limiting blocks.
Furthermore, two high damping rubber limiting blocks are symmetrically arranged between the outer casing and the inner framework.
Furthermore, the two high-damping rubber limiting blocks are respectively positioned at two sides of the inner framework, and the central axis of the outer sleeve and the central axes of the two high-damping rubber limiting blocks are positioned on the same plane.
Furthermore, the planes of the central axes of the two high-damping rubber limiting blocks are perpendicular to the planes of the central axes of the two low-damping rubber main springs.
Furthermore, a gap is arranged between the inner side of the high-damping rubber limiting block and the inner framework.
Furthermore, a clearance hole is arranged between the inner side of the high-damping rubber limiting block and the inner side of the low-damping rubber main spring, and the clearance hole is communicated with the clearance.
Furthermore, a sealing rubber groove is arranged between the outer side of the high-damping rubber limiting block and the outer side of the low-damping rubber main spring, and the sealing rubber groove is communicated with the clearance hole.
According to the utility model, on the premise of not influencing the dynamic performance of the whole vehicle in the vertical direction (hereinafter referred to as Z direction), the rubber damping in the front-back direction (hereinafter referred to as X direction) of the whole vehicle is improved to improve the damping performance of the bushing, the application range is expanded, and the method is suitable for auxiliary frame bushings in various suspension forms; on the premise of meeting the requirement of high rubber damping in the X direction of the whole vehicle, the three-direction rigidity design of the rubber main spring is not influenced, and the rigidity ratio of the bushing in the three directions can meet the design range the same as that of a common bushing; the high-damping rubber limiting block is separated from the rubber main spring, and the acting stroke of the high-damping rubber limiting block can be adjusted.
Compared with the prior art, the utility model has the following characteristics:
1) x to high damping rubber stopper sets up in outer tube one side, separately with the inner frame, and bush rigidity provides by Y to the main spring of rubber like this, and the main spring of rubber directly decides Z to rigidity, therefore X to high damping rubber stopper both satisfied the shock attenuation effect, does not influence Z to the sound-to-static ratio simultaneously:
2) the high-damping rubber limiting block in the X direction is arranged on one side of the outer framework and is separated from the inner framework, so that the structural design of a main rubber spring in the Y direction of the bushing is not influenced by the high-damping rubber limiting block in the X direction, the three-dimensional rigidity of the bushing depends on the main rubber spring structure in the Y direction, the structural design of the bushing is not limited and is consistent with that of a common single rubber auxiliary frame bushing, and the bushing can be applied to auxiliary frame bushings in any suspension forms and is wide in application range;
3) when the bushing is externally moved towards the initial motion in the X direction, the high-damping rubber limiting block is separated from the inner framework, so that the bushing is in no effect, and after the inner framework is contacted with the high-damping rubber limiting block, the high-damping rubber limiting block starts to play a role in limiting motion, so that the stroke of the high-damping rubber limiting block can be adjusted according to actual stress and load requirements through designing the gap size, and the continuous influence of the high-damping rubber limiting block is avoided.
Drawings
FIG. 1 is a schematic view of the overall structure of the present invention;
FIG. 2 is a schematic top view of the present invention;
the notation in the figure is:
the rubber sealing device comprises 1-outer sleeve, 2-inner frame, 3-low damping rubber main spring, 4-high damping rubber limiting block, 5-gap, 6-gap hole and 7-sealing groove.
Detailed Description
The utility model is described in detail below with reference to the figures and specific embodiments. The present embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.
Example (b):
as shown in fig. 1 and fig. 2, the automobile auxiliary frame bushing comprises an outer sleeve 1, an inner frame 2 arranged inside the outer sleeve 1 and a pair of low-damping rubber main springs 3 symmetrically arranged between the outer sleeve 1 and the inner frame 2, the outer side of each low-damping rubber main spring 3 is fixedly connected with the outer sleeve 1, the inner side of each low-damping rubber main spring is fixedly connected with the inner frame 2, a high-damping rubber limiting block 4 is further arranged between the outer sleeve 1 and the inner frame 2, the outer side of each high-damping rubber limiting block 4 is fixedly connected with the outer sleeve 1, and the inner side of each high-damping rubber limiting block is separated from the inner frame 2.
Wherein, the outer sleeve 1 and the inner framework 2 are coaxially arranged.
The two low-damping rubber main springs 3 are respectively positioned at two sides of the inner framework 2, and the central axis of the outer sleeve 1 and the central axes of the two low-damping rubber main springs 3 are positioned on the same plane.
The high-damping rubber limiting blocks 4 are provided with two. Two high damping rubber stopper 4 symmetry sets up between outer sleeve pipe 1 and inner frame 2. The two high-damping rubber limiting blocks 4 are respectively positioned at two sides of the inner framework 2, and the central axis of the outer sleeve 1 and the central axes of the two high-damping rubber limiting blocks 4 are positioned on the same plane.
The planes of the central axes of the two high-damping rubber limiting blocks 4 are perpendicular to the planes of the central axes of the two low-damping rubber main springs 3.
A gap 5 is arranged between the inner side of the high-damping rubber limiting block 4 and the inner framework 2. A clearance hole 6 is arranged between the inner side of the high-damping rubber limiting block 4 and the inner side of the low-damping rubber main spring 3, and the clearance hole 6 is communicated with the clearance 5. And a sealing rubber groove 7 is arranged between the outer side of the high-damping rubber limiting block 4 and the outer side of the low-damping rubber main spring 3, and the sealing rubber groove 7 is communicated with the clearance hole 6.
In this embodiment, the bushing has the following features:
1) the inner frame 2 and the outer sleeve 1 are vulcanized together through a low-damping rubber main spring 3;
2) the high-damping rubber limiting block 4 is arranged on one side of the outer sleeve 1 and is separated from the low-damping rubber main spring 3 through a rubber sealing groove 7 and a clearance hole 6;
3) the glue sealing groove 7 is mainly arranged for avoiding the out-of-control damping caused by the mixing of glue materials when the low-damping rubber main spring 3 and the high-damping rubber limiting block 4 are vulcanized;
4) the stroke of the high-damping rubber limiting block 4 can be adjusted by adjusting the sizes of the clearance hole 6 and the clearance 5, and when the X-direction movement displacement of the whole vehicle exceeds the distance between the clearance hole 6 and the clearance 5, the high-damping rubber limiting block 4 promotes the shock insulation effect of the bushing after the inner framework 2 is contacted with the high-damping rubber limiting block 4;
5) the three-way rigidity of the bushing is mainly provided by the low-damping rubber main spring 3, and the structural design is not influenced by the high-damping rubber limiting block 4, so that the three-way rigidity of the bushing is freely designed and has wide application range;
6) the auxiliary frame bushing requires low Z-direction dynamic-static ratio, and the Z-direction dynamic stiffness of the bushing is provided by the low-damping rubber main spring 3 with low dynamic-static ratio, so that the low Z-direction dynamic-static ratio requirement of NVH is met.
The embodiments described above are intended to facilitate the understanding and use of the utility model by those skilled in the art. It will be readily apparent to those skilled in the art that various modifications to these embodiments may be made, and the generic principles described herein may be applied to other embodiments without the use of the inventive faculty. Therefore, the present invention is not limited to the above embodiments, and those skilled in the art should make improvements and modifications within the scope of the present invention based on the disclosure of the present invention.
Claims (10)
1. The utility model provides a car sub vehicle frame bush which characterized in that, this bush include outer tube (1), set up at inside inner frame (2) of outer tube (1) and a pair of symmetry setting low damping rubber main spring (3) between outer tube (1) and inner frame (2), the outside and outer tube (1) fixed connection of low damping rubber main spring (3), inboard and inner frame (2) fixed connection, outer tube (1) and inner frame (2) between still be equipped with high damping rubber stopper (4), the outside and outer tube (1) fixed connection of high damping rubber stopper (4), inboard and inner frame (2) separate mutually.
2. The bushing of claim 1, wherein said outer sleeve (1) is coaxially disposed with said inner frame (2).
3. The bushing of claim 1, wherein two main low damping rubber springs (3) are respectively disposed on two sides of the inner frame (2), and the central axis of the outer sleeve (1) and the central axes of the two main low damping rubber springs (3) are disposed on the same plane.
4. The bushing for the auxiliary frame of the automobile as claimed in claim 1, wherein there are two high damping rubber stoppers (4).
5. The bushing of claim 4, wherein two high damping rubber stoppers (4) are symmetrically arranged between the outer sleeve (1) and the inner frame (2).
6. The bushing of claim 5, wherein two high damping rubber stoppers (4) are respectively disposed on two sides of the inner frame (2), and the central axis of the outer sleeve (1) and the central axes of the two high damping rubber stoppers (4) are disposed on the same plane.
7. The bushing for the auxiliary frame of the automobile as claimed in claim 4, wherein the planes of the central axes of the two high damping rubber stoppers (4) are perpendicular to the planes of the central axes of the two low damping rubber main springs (3).
8. The bushing for the auxiliary frame of the automobile as claimed in claim 1, wherein a gap (5) is provided between the inner side of the high damping rubber stopper (4) and the inner frame (2).
9. The automobile subframe bushing as claimed in claim 8, wherein a clearance hole (6) is formed between the inner side of the high damping rubber stopper (4) and the inner side of the low damping rubber main spring (3), and the clearance hole (6) is communicated with the clearance (5).
10. The automobile subframe bushing as claimed in claim 9, wherein a sealant groove (7) is formed between the outer side of the high damping rubber stopper (4) and the outer side of the low damping rubber main spring (3), and the sealant groove (7) is communicated with the clearance hole (6).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122314383.8U CN216555101U (en) | 2021-09-24 | 2021-09-24 | Automobile auxiliary frame bushing |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122314383.8U CN216555101U (en) | 2021-09-24 | 2021-09-24 | Automobile auxiliary frame bushing |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN216555101U true CN216555101U (en) | 2022-05-17 |
Family
ID=81563718
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202122314383.8U Active CN216555101U (en) | 2021-09-24 | 2021-09-24 | Automobile auxiliary frame bushing |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN216555101U (en) |
-
2021
- 2021-09-24 CN CN202122314383.8U patent/CN216555101U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110588695A (en) | Quasi-zero rigidity secondary suspension system of railway vehicle | |
| CN104129268A (en) | Torsion resistant draw bar assembly of sideband limiting block below gearbox | |
| CN211808911U (en) | Rear torsion beam assembly of hydraulic bushing | |
| CN216555101U (en) | Automobile auxiliary frame bushing | |
| CN110978933B (en) | Rear torsion beam assembly of hydraulic bushing | |
| CN209795147U (en) | Electric automobile second grade vibration isolation power assembly suspension system | |
| CN202040258U (en) | Anti-noise decoupling membrane, decoupling hydraulic suspension and automobile | |
| CN218971714U (en) | Novel auxiliary frame bushing with buffer block | |
| CN104070995A (en) | Anti-torque pull rod assembly on lower side of gearbox | |
| CN203739567U (en) | Car multi-connecting-rod suspension longitudinal support arm bush | |
| CN105667290A (en) | Front suspension assembly for power assembly | |
| CN106379123A (en) | Toe-in bundling lining, torsion beam axle and car | |
| CN205326732U (en) | High performance bumper shock absorber | |
| CN210364097U (en) | Middle-sized truck cab rear suspension | |
| CN209875816U (en) | Mechanism for improving axial rigidity of auxiliary frame bushing | |
| CN219969374U (en) | Bushing structure for suspension system, suspension system and vehicle | |
| CN202753755U (en) | Automobile power assembly rubber suspension cushion | |
| CN107628119B (en) | Sub vehicle frame connecting bush subassembly, sub vehicle frame and car | |
| CN204915278U (en) | Car, power assembly and be used for suspension system of power assembly | |
| CN220163613U (en) | Supporting structure on new energy automobile air suspension | |
| CN206107335U (en) | Novel auxiliary car frame assembly | |
| CN216733799U (en) | Auxiliary frame bushing structure | |
| CN205930226U (en) | Suspension cushion | |
| CN208439310U (en) | A kind of lightweight fore sub frame assembly structure | |
| CN109533022A (en) | A kind of novel auxiliary frame installation bushing |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20220531 Address after: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Patentee after: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Patentee after: Zhejiang liankong Technology Co.,Ltd. Address before: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Patentee before: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Patentee before: Ningbo Geely Automobile Research and Development Co., Ltd |