Composite bushing, automobile suspension and automobile

Abstract

The application discloses a composite bushing, an automobile suspension and an automobile. The composite bushing comprises a hydraulic bushing with main spring rubber and a buffer bushing. The buffer bushing has an elastic buffer layer, which is sleeved on the outer periphery of the hydraulic bushing along the axial direction of the hydraulic bushing and surrounds the main spring rubber. The hardness of the elastic buffer layer is less than that of the main spring rubber, and the elastic buffer layer is used to produce elastic deformation at least when the composite bushing is subjected to at least one of radial load, torsional load and yaw load. By sleeving the buffer bushing with small dynamic stiffness on the outside of the hydraulic bushing, a composite structure with stiffness decoupling is formed. The buffer bushing is used to absorb part of high-frequency small-amplitude radial vibration by virtue of the small dynamic stiffness, and the hydraulic bushing is used to absorb low-frequency large-amplitude vibration.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobiles, and in particular to a composite bushing, an automobile suspension and an automobile. BACKGROUND

[0002] With the development of automobile technology, users have increasingly high requirements for comfort when riding in an automobile. Generally speaking, an automobile is prone to vibration during driving, especially in situations such as sudden acceleration, sudden deceleration, and bumpy road surfaces, which can result in a decline in the user's riding experience.

[0003] Among them, the hydraulic bushing, as an important component in the automobile swing arm assembly, can quickly attenuate the body vibration caused by bumpy road surfaces, sudden acceleration or sudden deceleration. Although the hydraulic bushing can have good damping effect in the scene of low frequency and large amplitude, the damping effect is poor in the scene of high frequency and small amplitude. Therefore, the automobile using the hydraulic bushing also has the problem of unsatisfactory damping effect. SUMMARY

[0004] The technical problem solved by the present application is to provide a composite bushing, an automobile suspension and an automobile, which can improve the problem of unsatisfactory damping effect of the existing automobile.

[0005] To solve the above technical problems, one technical solution adopted by the present application is to provide a composite bushing, comprising a hydraulic bushing having a main spring rubber and a buffer bushing; the buffer bushing has an elastic buffer layer, which is sleeved on the outer periphery of the hydraulic bushing along the axial direction of the hydraulic bushing and surrounds the main spring rubber; wherein the hardness of the elastic buffer layer is less than the hardness of the main spring rubber, and the elastic buffer layer is used to produce elastic deformation at least when the composite bushing is subjected to at least one of radial load, torsional load and yaw load.

[0006] To solve the above technical problems, one technical solution adopted by the present application is to provide an automobile suspension, comprising a control arm and a composite bushing arranged on the control arm.

[0007] To solve the above technical problems, one technical solution adopted by the present application is to provide an automobile, comprising a vehicle body, a vehicle wheel and an automobile suspension connected between the vehicle body and the vehicle wheel.

[0008] The beneficial effects of the present application are: different from the related art, by sleeving a buffer bushing with small dynamic stiffness outside the hydraulic bushing to form a composite structure with decoupled stiffness, using the small dynamic stiffness of the buffer bushing to absorb part of the high-frequency small-amplitude radial vibration, and using the hydraulic bushing to absorb low-frequency large-amplitude vibration. In addition, since the hardness of the buffer bushing is smaller than that of the hydraulic bushing, the buffer bushing can absorb most of the torsional load and yaw load to protect the hydraulic bushing, reduce the probability of hydraulic bushing failure, and improve the durability of the hydraulic bushing. In addition, the buffer bushing can absorb part of the radial load to reduce the possibility that the components inside the hydraulic bushing may emit displacement or deformation after the hydraulic bushing is subjected to a large radial load, further subjected to torsional and yaw loads, easily worn, and even produce NVH abnormal noise. BRIEF DESCRIPTION OF DRAWINGS

[0009] Figure 1 is a structural schematic diagram of an automobile embodiment of the present application;

[0010] Figure 2 is a structural schematic diagram of an automobile suspension embodiment of the present application;

[0011] Figure 3 is a structural schematic diagram of a wishbone involved in the automobile suspension embodiment of the present application;

[0012] Figure 4 is a structural schematic diagram of a composite bushing embodiment of the present application;

[0013] Figure 5 is a structural schematic diagram of a buffer bushing of the composite bushing embodiment of the present application;

[0014] Figure 6 is a structural schematic diagram of a hydraulic bushing of the composite bushing embodiment of the present application;

[0015] Figure 7 is an exploded view of the hydraulic bushing of the composite bushing embodiment of the present application;

[0016] Figure 8 is a structural schematic diagram of a first limiting block of the composite bushing embodiment of the present application;

[0017] Figure 9 is a structural schematic diagram of a second limiting block of the composite bushing embodiment of the present application;

[0018] Figure 10 is Figure 6 a cross-sectional schematic diagram along the A-A direction;

[0019] Figure 11 is Figure 6 a cross-sectional schematic diagram along the B-B direction;

[0020] Figure 12 is a schematic view of liquid flow from the first liquid cavity to the second liquid cavity in a first perspective view of the first liquid cavity of the composite bushing embodiment of the present application;

[0021] Figure 13 is a schematic view of liquid flow from the first liquid cavity to the second liquid cavity in a second perspective view of the first liquid cavity of the composite bushing embodiment of the present application;

[0022] Figure 14 is a schematic view of liquid flow from the second liquid cavity to the first liquid cavity in a first perspective view of the second liquid cavity of the composite bushing embodiment of the present application;

[0023] Figure 15 is a partial enlarged view of the one-way flow channel in Figure 7 DETAILED DESCRIPTION

[0024] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0025] The present inventors have found through long-term research that in the related art, most of the suspension arm bushings (which can also be referred to as control arm bushings) used in automobiles are single hydraulic bushings or rubber bushings. Generally speaking, if the suspension arm bushing is subjected to low-frequency large-amplitude excitation, the user is more likely to feel that the automobile is vibrating when riding. In order to reduce the above vibration, it is generally required that the suspension arm bushing has the characteristics of large damping. In addition, high-frequency vibration also has an adverse effect on the automobile, and in order to improve the performance of the automobile, it is also generally required that the bushing has the characteristics of low stiffness to reduce the adverse effects of high-frequency vibration.

[0026] However, the characteristics of the rubber bushing are that the dynamic stiffness is small and the damping is small (whether under high-frequency or low-frequency excitation). Therefore, the rubber bushing often has difficulty in quickly attenuating the body vibration caused by road bumps, rapid acceleration or rapid deceleration. The characteristics of the hydraulic bushing are that when subjected to low-frequency large-amplitude excitation, it has the advantage of large damping, but the hydraulic bushing also has the problems of low dynamic stiffness when subjected to low-frequency excitation and large dynamic stiffness when subjected to high-frequency excitation. Therefore, the hydraulic bushing has large dynamic stiffness when subjected to high-frequency small-amplitude excitation, which further leads to the problem that the automobile using the hydraulic bushing is prone to produce noise. In order to solve the above technical problems, the following embodiments are proposed in the present application.

[0027] In the following, the exemplary structure of the automobile 1 is described in the automobile embodiments of the present application.

[0028] Referring to Figure 1 ​, the automobile 1 is a common carrier, generally comprising a power system, a transmission system, a brake system, an electronic control system, a steering system, a vehicle frame 10, a vehicle body 20, an automobile suspension 30 and vehicle wheels 40, wherein the automobile suspension 30 is generally connected between the vehicle body 20, the vehicle frame 10 and the vehicle wheels 40.

[0029] The driver can control the power system to start through the electronic control system, and the power system can further drive the vehicle wheels 40 to rotate through the transmission system after starting, thereby being able to drive the vehicle body 20 and the automobile suspension 30 to move, in addition, the automobile 1 can be controlled to decelerate or stop through the brake system. During the movement of the automobile 1, the driver can also control the vehicle wheels 40 to turn through the steering system, thereby controlling the moving direction of the automobile 1 as a whole.

[0030] The vehicle body 20 generally comprises a vehicle body shell, doors, windows, interior and exterior trim parts, seats and the like, and is mainly used to provide a moving space for the driver and passengers and to protect the safety of the driver and passengers. The vehicle frame 10 generally serves as the installation basis of the automobile 1, for example, the vehicle body 20 is generally installed above the vehicle frame 10, and the vehicle wheels 40 can be installed below the vehicle frame 10 to contact the ground. The vehicle body 20 can be further divided into a load-bearing vehicle body and a non-load-bearing vehicle body, wherein the non-load-bearing vehicle body and the vehicle frame 10 are independent of each other, and after assembly is completed, the vehicle frame 10 is used to bear various loads from the vehicle body 20 and the ground. The load-bearing vehicle body is a monolithic structure in which the vehicle frame 10 and the vehicle body 20 are integrated, in other words, the load-bearing vehicle body does not have the vehicle frame 10, and the vehicle body 20 has the function of the vehicle frame 10 and bears all the loads.

[0031] The automobile suspension 30 of the above-mentioned embodiments can refer to the exemplary structures of the automobile suspension 30 described in the following automobile suspension embodiments of the present application.

[0032] The automobile suspension 30 can refer to the connecting structure between the vehicle body 20, the vehicle frame 10 and the vehicle wheels 40, and can transmit the force and torque between the vehicle wheels 40 and the vehicle frame 10. The automobile suspension 30 can cushion the impact on the vehicle frame 10 or the vehicle body 20 when driving on uneven roads, so as to improve the comfort of riding. In addition, the automobile suspension 30 can be used to keep the vehicle wheels 40 in good contact with the road surface, so as to make the automobile 1 have better starting and braking performance. Generally speaking, the automobile suspension 30 not only needs to meet the requirement of comfort, but also needs to consider the requirement of steering stability.

[0033] Further, the automobile suspension 30 can be divided into a front suspension and a rear suspension. Among them, the mainstream front suspension structure is a MacPherson front suspension, a double wishbone front suspension and a double wishbone front suspension. The mainstream rear suspension can be divided into a multi-link rear suspension, a torsion beam rear suspension and a double wishbone rear suspension.

[0034] Referring to Figure 2The automobile suspension 30 generally includes a spring member 31, a shock absorber 32, a control arm 33, and a bushing 34 provided on the control arm 33. For the automobile 1, vibrations caused by uneven road surfaces generally act on the wheels 40 and are transmitted to the vehicle body 20 through the suspension. Further, the vibrations can be transmitted to the vehicle body 20 via the spring member 31 and the shock absorber 32. Meanwhile, the vibrations can also be transmitted to the vehicle body 20 via the control arm 33 of the automobile suspension 30.

[0035] In some examples, the control arm 33 can be connected between the vehicle body 20 or the vehicle frame 10 and the wheels 40 to transmit various forces acting on the wheels 40 to the vehicle body 20, so that the wheels 40 can move along a predetermined trajectory to achieve the functions of starting, braking, steering, etc. In other examples, the control arm 33 can also be referred to as a swing arm or an automobile swing arm.

[0036] Taking a double wishbone front suspension as an example, the double wishbone front suspension generally includes a ball joint assembly 35 and two control arms 33 (see FIG. 1). Figure 3 The control arms 33 of the double wishbone front suspension are generally in the shape of an A, a V, an r, or a fork, and can therefore also be referred to as A-shaped arms, V-shaped arms, or forked arms. One of the forked arms is provided on the upper side of the ball joint assembly 35 and can also be referred to as an upper forked arm. The other forked arm is provided on the lower side of the ball joint assembly 35 and can also be referred to as a lower forked arm. The upper forked arm and the lower forked arm are connected to the wheels 40 through the ball joint assembly 35. In other examples, the ball joint assembly 35 can also be referred to as a steering knuckle.

[0037] Specifically, the upper forked arm can include an outer end 331 and an inner end 332, wherein the outer end 331 can be connected to the hub of the wheel 40 through the ball joint assembly 35. The inner end 332 has a first abutting end 333 and a second abutting end 334. The first abutting end 333 and the second abutting end 334 are arranged at intervals and are respectively connected to the outer end 331. The first abutting end 333 and the second abutting end 334 can be provided with the bushing 34, and are flexibly connected to the vehicle body 20 or the vehicle frame 10 through the bushing 34. The shape of the lower forked arm can refer to the shape of the upper forked arm described above, which will not be described here again, but this does not mean that the size and specific shape of the upper forked arm and the lower forked arm are exactly the same.

[0038] Generally, the automobile 1 using the double wishbone front suspension can absorb the lateral force received by the tire during the turning of the front wheels, so as to reduce the degree of roll. In addition, if the length of the upper forked arm is less than the length of the lower forked arm, the wheels 40 can also adaptively change the camber angle during the movement, and reduce the change in the distance between the two front wheels to reduce the wear of the tires.

[0039] In some examples, the bushing 34 used in the double wishbone front suspension can be a rubber bushing, a hydraulic bushing, or a composite bushing 340.

[0040] The composite bushing 340 of the above embodiments can refer to the exemplary structure of the composite bushing 340 described below.

[0041] Referring to Figure 4 , Figure 5 and Figure 6 , the composite bushing 340 can include a buffer bushing 341 and a hydraulic bushing 342. The hydraulic bushing 342 can have a main spring rubber 3426. The buffer bushing 341 can have an elastic buffer layer 3413. The buffer bushing 341 is sleeved on the outer periphery of the hydraulic bushing 342 in the axial direction and surrounds the main spring rubber 3426. The hardness of the elastic buffer layer 3413 is less than that of the main spring rubber 3426. In this case, the elastic buffer layer 3413 can be elastically deformed at least when the composite bushing 340 is subjected to at least one of a radial load, a torsional load, and a yaw load. That is, the elastic buffer layer 3413 can absorb part of the radial load, the torsional load, and the yaw load to play a role of protecting the hydraulic bushing 342.

[0042] Unlike the related art, by sleeving the buffer bushing 341 with a small dynamic stiffness on the outside of the hydraulic bushing 342, a composite structure with stiffness decoupling is formed, and part of the high-frequency small-amplitude radial vibration is absorbed by the buffer bushing 341 with a small dynamic stiffness, and the low-frequency large-amplitude vibration is absorbed by the hydraulic bushing 342.

[0043] Specifically, the buffer bushing 341 further includes a support inner tube 3411 and a support outer tube 3412. The support outer tube 3412 is sleeved on the outer periphery of the support inner tube 3411. The elastic buffer layer 3413 is arranged in the interval space between the support outer tube 3412 and the support inner tube 3411. The support inner tube 3411 is sleeved on the outer periphery of the hydraulic bushing 342 and surrounds the main spring rubber 3426. In other words, the support outer tube 3412 and the support inner tube 3411 can be nested together, and the elastic buffer layer 3413 can be filled between the support outer tube 3412 and the support inner tube 3411.

[0044] In some examples, the elastic buffer layer 3413 is a rubber layer. The support outer tube 3412 and the support inner tube 3411 can be metal tubes. In this case, the dynamic stiffness of the buffer bushing 341 will not be too large within a certain range (for example, 0 to 250 Hz). Therefore, by the coupling effect of the buffer bushing 341 and the hydraulic bushing 342, the composite bushing 340 can have a lower dynamic stiffness when subjected to high-frequency excitation, thereby being able to absorb low-frequency large-amplitude vibration and high-frequency small-amplitude vibration. In other examples, the buffer bushing 341 can be a rubber bushing.

[0045] In some examples, the number of elastic buffer layers 3413 can be at least two. The at least two elastic buffer layers 3413 are arranged in the circumferential direction of the support inner tube 3411 at intervals in the spacing space, such that a buffer gap 3414 is formed between each two adjacent elastic buffer layers 3413, and the buffer gap 3414 penetrates both ends of the buffer bushing 341.

[0046] It is considered that the radial load received by the hydraulic bushing 342 generally comes from the downward load caused by the weight of the automobile 1, and the load received by the composite bushing 340 when the automobile 1 (front wheel) turns in a direction in which the composite bushing 340 points to the distal end or the distal end points to the composite bushing 340. For example, when the control arm 33 is arranged horizontally, the composite bushing 340 receives a horizontal load when the wheel 40 (front wheel) turns. Therefore, when designing and installing, it is necessary to arrange at least one elastic buffer layer 3413 in the direction of the load to be able to absorb part of the load. In this case, if a large load is received, the elastic buffer layer can first absorb part of the load to reduce the load received by the hydraulic bushing 342, thereby being able to improve the durability of the hydraulic bushing 342.

[0047] Specifically, the number of elastic buffer layers 3413 is four. Correspondingly, the number of buffer gaps 3414 is four. Each buffer gap 3414 penetrates both ends of the buffer bushing 341 in the axial direction of the support outer tube 3412 or the support inner tube 3411. In this case, when the composite bushing 340 is assembled, it is necessary to pay attention to that two elastic buffer layers 3413 absorb the horizontal load in the horizontal direction, and the other two elastic buffer layers 3413 can absorb the vertical load in the vertical direction.

[0048] In other examples, the buffer bushing 341 is provided with at least one buffer gap 3414 distributed at intervals around the axis of the buffer bushing 341. The at least one buffer gap 3414 is arranged at intervals with the elastic buffer layer 3413 or penetrates the buffer layer, and the buffer gap 3414 penetrates both ends of the buffer bushing 341. In other words, the buffer layer of the buffer bushing 341 can be provided with the buffer gap 3414. The length direction of the buffer gap 3414 can be parallel to the axial direction of the buffer bushing 341 and penetrate both ends of the buffer bushing 341, and the depth direction of the buffer gap 3414 can be not greater than the thickness of the buffer layer.

[0049] When the wheel 40 jumps up and down or moves forward and backward, the composite bushing 340 will be subjected to torsional load and yaw load. Since the hardness of the buffer bushing 341 is less than that of the hydraulic bushing 342, the buffer bushing 341 can absorb most of the torsional load and yaw load, so as to play a role in protecting the hydraulic bushing 342, reducing the probability of failure of the hydraulic bushing 342, and improving the durability of the hydraulic bushing 342. In addition, by setting a gap in the buffer layer, the torsional stiffness of the buffer bushing 341 can be reduced, so that the displacement of the hydraulic bushing 342 in torsion and yaw is small, which can effectively improve the durability of the hydraulic inner core bushing.

[0050] In other examples, if it is necessary to improve the ability of the hydraulic bushing 342 to withstand torsional displacement and yaw displacement, it can be necessary to further thicken the main spring rubber 3426 (described later) or increase the hardness of the main spring rubber 3426. However, this can also cause the dynamic stiffness of the composite hydraulic bushing 342 to increase, which is not conducive to buffering vibration and improving dynamic characteristics.

[0051] If the vehicle is assembled, the composite bushing 340 can need to withstand a radial load of 2000 to 3000 Newton. If the hydraulic bushing 342 is subjected to a larger radial load, the components inside the hydraulic bushing 342 can emit displacement or deformation, and further subjected to torsional and yaw loads are prone to wear and even have the possibility of generating NVH abnormal noise. In addition, if the components inside the hydraulic bushing 342 wear out, the radial displacement of the main spring can become larger, which can easily cause damage to the internal structure of the hydraulic bushing, and even cause the main spring rubber (described later) to leak. The buffer bushing 341 provided on the outer sleeve of the hydraulic bushing 342 can absorb part of the radial load and improve the above-mentioned phenomenon.

[0052] In other examples, the buffer bushing 341 can be provided inside the hydraulic bushing 342. However, considering that the design space inside the hydraulic bushing 342 is relatively small, the stiffness of the buffer bushing 341 can be relatively large. If the stiffness of the buffer bushing 341 is relatively large, it is possible that when subjected to the above-mentioned load, the hydraulic bushing 342 will work before the buffer bushing 341 absorbs the above-mentioned load, and the buffer bushing 341 can not be able to play a role in absorbing the above-mentioned load.

[0053] Referring to Figure 6 and Figure 7 , the hydraulic bushing 342 can include a metal outer sleeve 3421 and a main spring 3422 provided in the metal outer sleeve 3421. The main spring 3422 includes an inner core 3423, a first limiting block 3424, a second limiting block 3425, and a main spring rubber 3426. The main spring rubber 3426 is provided on the outer periphery of the inner core 3423. The metal outer sleeve 3421 surrounds the outer periphery of the main spring rubber 3426, the first limiting block 3424, and the second limiting block 3425.

[0054] In addition, the hydraulic bushing 342 is further provided with a first liquid cavity 3427 and a second liquid cavity 3428. The main spring rubber 3426 is used for surrounding the first liquid cavity 3427 and the second liquid cavity 3428, and the first liquid cavity 3427 and the second liquid cavity 3428 are arranged in a spaced manner. Specifically, the first limiting block 3424 and the second limiting block 3425 can be arranged in a spaced manner on the outer periphery of the main spring rubber 3426, and the first liquid cavity 3427 and the second liquid cavity 3428 are respectively formed by surrounding the main spring rubber 3426. Specifically, the main spring rubber 3426 is provided with a first groove 3429 and a second groove 3430 in a spaced manner along the circumference. The first limiting block 3424 covers the first groove 3429 to form the first liquid cavity 3427, and the second limiting block 3425 covers the second groove 3430 to form the second liquid cavity 3428. The first groove 3429 and the second groove 3430 have a spacing portion 3431 therebetween.

[0055] In some examples, the first limiting block 3424 can include a first impact block 3432, a first flow channel plate 3433 and a first vulcanized rubber 3434. The first flow channel plate 3433 is arranged on the outer periphery of the main spring rubber 3426, and the first impact block 3432 is arranged on the side of the first flow channel plate 3433 facing the first liquid cavity 3427. The first flow channel plate 3433 and the first impact block 3432 are fixed by vulcanization through the first vulcanized rubber 3434. In this case, the first impact block 3432 can play a limiting role. Specifically, when the load on the hydraulic bushing 342 is too large, the first liquid cavity 3427 is compressed, and the first impact block 3432 can contact the main spring rubber 3426. When the first impact block 3432 contacts the main spring rubber 3426, the hydraulic bushing 342 at this time is equivalent to a rubber bushing, which improves the ability to withstand large loads, thereby protecting the hydraulic bushing 342. The first flow channel plate 3433 is mainly used to form a channel for liquid. The first vulcanized rubber 3434 can encapsulate the first flow channel plate 3433 to improve the sealing performance of the hydraulic bushing 342.

[0056] The second limiting block 3425 can include a second impact block 3435, a second flow channel plate 3436 and a second vulcanized rubber 3437. The second flow channel plate 3436 is arranged on the outer periphery of the main spring rubber 3426, and the second impact block 3435 is arranged on the side of the second flow channel plate 3436 facing the second liquid cavity 3428. The second flow channel plate 3436 and the second impact block 3435 are fixed by vulcanization through the second vulcanized rubber 3437. The functions of the second impact block 3435, the second flow channel plate 3436 and the second vulcanized rubber 3437 can be referred to the first impact block 3432, the first flow channel plate 3433 and the first vulcanized rubber 3434 described above, which will not be repeated here.

[0057] Further, the hydraulic bushing 342 also has an inertia passage 3438. The first liquid cavity 3427 and the second liquid cavity 3428 are communicated with each other through the inertia passage 3438. In some examples, the inertia passage 3438 can be formed between the metal sleeve 3421 and the first limiting block 3424, the second limiting block 3425, and the main spring rubber 3426. When the metal sleeve 3421 and the inner core 3423 are relatively displaced, the hydraulic pressure difference between the first liquid cavity 3427 and the second liquid cavity 3428 changes, and the liquid flows back and forth between the first liquid cavity 3427 and the second liquid cavity 3428 through the inertia passage 3438, and the energy loss in the liquid flow process is used to generate a damping effect, thereby achieving a damping effect.

[0058] Generally, the inertia passage 3438 with a small aperture can improve the damping effect of the vehicle 1 to a certain extent. The longer the inertia passage 3438 is, the slower the liquid flows through the inertia passage 3438, and the greater the damping is, which is more conducive to improving the dynamic characteristics of the vehicle.

[0059] The first limiting block 3424 and the main spring rubber 3426 have a first passage opening 3439 arranged at intervals therebetween, and the first passage opening 3439 communicates with the first liquid cavity 3427. The first limiting block 3424 is provided with a first flow channel 3440 on the side facing the metal sleeve 3421; the first flow channel 3440 communicates with the first passage opening 3439. In this case, the liquid in the first liquid cavity 3427 can flow to the first flow channel 3440 through the first passage opening 3439.

[0060] The second limiting block 3425 and the main spring rubber 3426 have a third passage opening 3441. The spacer 3431 is provided with a second flow channel 3442 on the side facing the metal sleeve 3421. The second flow channel 3442 communicates with the third passage opening 3441 and is in abutment and communication with the second flow channel 3442. The metal sleeve 3421 covers the first flow channel 3440 and the second flow channel 3442 to form the inertia passage 3438. That is, the metal sleeve 3421 surrounds the periphery of the first flow channel plate 3433 and the second flow channel plate 3436, and forms the inertia passage 3438 with the first flow channel plate 3433, the second flow channel plate 3436, and the main spring rubber 3426. In this case, the liquid in the first liquid cavity 3427 can flow to the second liquid cavity 3428 through the first passage opening 3439, the inertia passage 3438 (the first flow channel 3440 and the second flow channel 3442), and the third passage opening 3441 in sequence. Similarly, the liquid in the second liquid cavity 3428 can also flow to the first liquid cavity 3427 in the opposite direction of the above-mentioned path.

[0061] The inventor considers that in some extreme scenarios, if the hydraulic bushing 342 is impacted or overloaded, even if the buffer bushing 341 can absorb part of the energy, the energy received by the hydraulic bushing can still be large, in which case the liquid in the first liquid cavity 3427 and the second liquid cavity 3428 can flow out from some unexpected areas, which can damage the sealing of the main spring rubber 3426, and even cause liquid leakage. If an alternative flow channel is provided to guide the flow of liquid, the above risks can be reduced.

[0062] In some examples, the inertia channel 3438 can also have a first one-way flow channel 3443. The first one-way flow channel 3443 can be formed between the metal outer sleeve 3421 and the main spring rubber 3426. Specifically, the spacer 3431 is provided with a first flow channel region 3444 communicating the first liquid cavity 3427 and the second liquid cavity 3428, and a one-way valve 3445 is arranged in the first flow channel region 3444. The metal outer sleeve 3421 covers the first flow channel region 3444 and the one-way valve 3445 to form the first one-way flow channel 3443. The one-way valve 3445 is configured to allow the liquid in the first liquid cavity 3427 to flow to the second liquid cavity 3428 through the first flow channel region 3444, and to block the liquid in the second liquid cavity 3428 from flowing to the first liquid cavity 3427 through the first flow channel region 3444.

[0063] In some examples, the first limiting block 3424 and the main spring rubber 3426 are spaced apart by a second channel opening 3446. The second channel opening 3446 communicates the first liquid cavity 3427. The spacer 3431 is provided with a first flow channel region 3444 on the side facing the metal outer sleeve 3421. The first flow channel region 3444 is spaced apart from the second flow channel 3442 and communicates the first channel opening 3439 and the third channel opening 3441. In this case, the liquid in the first liquid cavity 3427 can sequentially enter the second liquid cavity 3428 through the second channel opening 3446, the first flow channel region 3444, and the third channel opening 3441.

[0064] Since the hydraulic bushing 342 has the first liquid cavity 3427 and the second liquid cavity 3428, in order to separate the above-mentioned first liquid cavity 3427 and the second liquid cavity 3428, the number of spacers 3431 can correspondingly be two. In this case, the hydraulic bushing 342 can also have a second one-way flow channel 3447. Referring to Figure 13The fourth passage port 3448 is arranged between the second limiting block 3425 and the main spring rubber 3426. The fourth passage port 3448 is in communication with the second liquid cavity 3428. The spacing portion 3431 is provided with a second flow channel area 3449 on the side of the metal outer sleeve 3421, and the second flow channel area 3449 is in communication with the first passage port 3439 and the fourth passage port 3448 to form a second one-way flow channel 3447. The second flow channel area 3449 is provided with a one-way valve 3445. The metal outer sleeve 3421 covers the second flow channel area 3449 and the one-way valve 3445 to form the second one-way flow channel 3447. The one-way valve 3445 is configured to allow the liquid in the first liquid cavity 3427 to flow to the second liquid cavity 3428 through the first flow channel area 3444, and to block the liquid in the second liquid cavity 3428 from flowing to the first liquid cavity 3427 through the first flow channel area 3444. In this case, the liquid in the first liquid cavity 3427 can also enter the second liquid cavity 3428 through the first passage port 3439, the second one-way flow channel 3447, and the fourth passage port 3448.

[0065] Specifically, the spacing portion 3431 is provided with an elastic protrusion 3450 as the one-way valve 3445 in the first flow channel area 3444 or the second flow channel area 3449. In some examples, the elastic protrusion 3450 can be integrally formed with the spacing portion 3431 (the main spring rubber 3426). The top of the elastic protrusion 3450 is inclined toward the side of the first flow channel area 3444 or the second flow channel area 3449 close to the second limiting block 3425, and the included angle between the top of the elastic protrusion 3450 and the side wall of the first flow channel area 3444 or the second flow channel area 3449 close to the second limiting block 3425 is an acute angle. When the elastic protrusion 3450 is subjected to hydraulic pressure from the first liquid cavity 3427 to the second liquid cavity 3428, the elastic protrusion 3450 elastically deforms toward the side wall to allow the liquid in the first liquid cavity 3427 to flow to the second liquid cavity 3428 through the first flow channel area 3444, and to block the liquid in the second liquid cavity 3428 from flowing to the first liquid cavity 3427 through the first flow channel area 3444 or the second flow channel area 3449.

[0066] In some examples, a support rib 3451 is arranged between the elastic protrusion 3450 and the side wall of the first flow channel area 3444 or the second flow channel area 3449 close to the second limiting block 3425, and the support rib 3451 is fixedly connected to the elastic protrusion 3450 and the side wall. In some examples, the elastic protrusion 3450 and the support rib 3451 can be rubber. The elastic protrusion 3450 can be integrally formed with the main spring rubber 3426.

[0067] In summary, the liquid in the first liquid cavity 3427 can flow to the second liquid cavity 3428 through the inertial passage 3438, the first one-way flow channel 3443, and / or the second one-way flow channel 3447, and the liquid in the second liquid cavity 3428 can flow to the first liquid cavity 3427 through the inertial passage 3438.

[0068] In this case, when the hydraulic bushing 342 is subjected to a large impact or load, the first one-way flow channel 3443 and the second one-way flow channel 3447 can be used to guide the flow of the liquid to reduce the risk of the liquid flowing out of the undesirable area to cause liquid leakage. In addition, when the liquid flows back, the one-way valve 3445 located in the first one-way flow channel 3443 and the second one-way flow channel 3447 is closed, thereby improving the dynamic stiffness of the hydraulic bushing 342 (the composite bushing 34), thereby reducing the degree of movement of the composite bushing 34 to a certain extent, further reducing the degree of movement of the wheel 40, to better maintain the movement trajectory of the wheel 40, and reduce the risk of contact and wear between the wheel 40 and the fender (not shown).

[0069] In some examples, the hydraulic bushing 342 can be pressed into the support inner tube 3411 of the buffer bushing 341 in an interference fit manner. Considering the working needs of the hydraulic bushing 342, the orientation of the inertia passage 3438 needs to be considered, and the buffer bushing 341 can also need to consider the orientation of the buffer layer to only receive radial load. Specifically, during installation, the first liquid cavity and the second liquid cavity 3428 need to be respectively located on the upper side and the lower side, while the two buffer layers arranged in the vertical direction need to be respectively located on the upper side and the lower side, and the two buffer layers arranged in the horizontal direction also need to be located on the opposite sides. Therefore, it is necessary to mark or position the circumferential information of the hydraulic bushing 342 and the buffer bushing 341 during assembly.

[0070] Specifically, the hydraulic bushing 342 has a first positioning portion, and the buffer bushing 341 has a second positioning portion. The first positioning portion and the second positioning portion are matched and abutted with each other to guide the buffer bushing 341 to be sleeved on the outer periphery of the hydraulic bushing 342 in the axial direction of the hydraulic bushing 342. In other examples, the hydraulic bushing 342 can have a first mark, and the buffer bushing 341 can have a second mark. The cooperation of the first mark and the second mark can also assist the buffer bushing 341 to be sleeved on the outer periphery of the hydraulic bushing 342 in the axial direction of the hydraulic bushing 342.

[0071] In summary, in the composite bushing embodiment of the present application, the buffer bushing 341 with small dynamic stiffness is sleeved outside the hydraulic bushing 342 to form a composite structure with decoupled stiffness. The buffer bushing 341 absorbs part of the high-frequency small-amplitude radial vibration by virtue of its small dynamic stiffness, and the hydraulic bushing 342 absorbs low-frequency large-amplitude vibration. In addition, since the hardness of the buffer bushing 341 is smaller than that of the hydraulic bushing 342, the buffer bushing 341 can absorb most of the torsional load and yaw load to protect the hydraulic bushing 342, reduce the probability of failure of the hydraulic bushing 342, and improve the durability of the hydraulic bushing 342. In addition, the buffer bushing 341 can absorb part of the radial load to reduce the possibility that the components inside the hydraulic bushing 342 may emit displacement or deformation after the hydraulic bushing 342 is subjected to a large radial load, and further subjected to torsional and yaw loads, which are easy to wear, and even produce NVH abnormal noise.

[0072] The above description is only an embodiment of the present application, and does not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation using the content of the specification and drawings, or direct or indirect application in other related technical fields, is also included in the patent protection scope of the present application.

Claims

1. A composite bushing, characterized in that, include: Hydraulic bushing with a main spring rubber; A buffer bushing, having an elastic buffer layer, is sleeved on the outer periphery of the hydraulic bushing along the axial direction of the hydraulic bushing and surrounds the main spring rubber. Wherein, the hardness of the elastic buffer layer is less than the hardness of the main spring rubber, and the elastic buffer layer is used to generate elastic deformation when the composite bushing is subjected to at least one of radial load, torsional load and yaw load; The hydraulic bushing has a first liquid chamber, a second liquid chamber, and an inertial channel. The main spring rubber is used to surround the first liquid chamber and the second liquid chamber. The first liquid chamber and the second liquid chamber are spaced apart and are interconnected through the inertial channel. The hydraulic bushing is further provided with a one-way flow channel, which allows liquid to enter the second liquid chamber from the first liquid chamber, while blocking liquid from the second liquid chamber from entering the first liquid chamber. The hydraulic bushing includes a metal outer sleeve and a main spring passing through the metal outer sleeve; the main spring includes a first limiting block, a second limiting block, and the main spring rubber; The main spring rubber has a first groove and a second groove spaced apart circumferentially, and the main spring rubber has a spacer between the first groove and the second groove; the spacer has a flow channel area connecting the first liquid cavity and the second liquid cavity, and a one-way valve is provided in the flow channel area; the metal jacket covers the flow channel area and the one-way valve to form the one-way flow channel, and the one-way valve is used to allow the liquid in the first liquid cavity to flow to the second liquid cavity through the flow channel area, while blocking the liquid in the second liquid cavity from flowing to the first liquid cavity through the flow channel area; The first limiting block covers the first groove to form the first liquid cavity, and the second limiting block covers the second groove to form the second liquid cavity; a first channel opening and a second channel opening are spaced apart between the first limiting block and the main spring rubber, and both the first channel opening and the second channel opening are connected to the first liquid cavity; a third channel opening is provided between the second limiting block and the main spring rubber; The first limiting block has a first flow channel on the side facing the metal jacket; the first flow channel is connected to the first channel opening; the spacing portion has a second flow channel on the side facing the metal jacket, which is spaced apart from the flow channel area, and the second flow channel is connected to the third channel opening; the first flow channel and the second flow channel are connected and connected; the metal jacket covers the first flow channel and the second flow channel to form the inertial channel; the flow channel area is connected to the first channel opening and the third channel opening.

2. The composite bushing according to claim 1, characterized in that, The buffer bushing further includes a supporting outer tube and a supporting inner tube. The supporting outer tube is sleeved on the outer periphery of the supporting inner tube, and the elastic buffer layer is disposed in the space between the supporting outer tube and the supporting inner tube. The supporting inner tube is sleeved on the outer periphery of the hydraulic bushing and surrounds the main spring rubber.

3. The composite bushing according to claim 2, characterized in that, The elastic buffer layer is a rubber layer; and / or, the outer support tube and the inner support tube are both metal tubes.

4. The composite bushing according to claim 2, characterized in that, The number of elastic buffer layers is at least two, and the at least two elastic buffer layers are arranged circumferentially in the interval space along the inner support tube, such that a buffer gap is formed between each two adjacent elastic buffer layers, extending through both ends of the buffer bushing.

5. The composite bushing according to claim 4, characterized in that, The number of elastic buffer layers is four, and the number of buffer gaps is correspondingly four. Each buffer gap passes through both ends of the buffer bushing along the axial direction of the outer support tube or the inner support tube.

6. The composite bushing according to claim 1, characterized in that, The buffer bushing has at least one buffer gap that is spaced apart around the axis of the buffer bushing. The at least one buffer gap is spaced apart from or passes through the elastic buffer layer, and the buffer gap passes through both ends of the buffer bushing.

7. The composite bushing according to claim 1, characterized in that, The hydraulic bushing has a first positioning part, and the buffer bushing has a second positioning part; the first positioning part and the second positioning part match and abut against each other to guide the buffer bushing to be fitted onto the corresponding position on the outer periphery of the hydraulic bushing along the axial direction of the hydraulic bushing.

8. The composite bushing according to claim 1, characterized in that, The main spring includes an inner core; The main spring rubber is sleeved on the outer periphery of the inner core. The first limiting block and the second limiting block are respectively spaced apart on the outer periphery of the main spring rubber, and respectively form the first liquid cavity and the second liquid cavity with the main spring rubber. The metal outer sleeve surrounds the outer periphery of the main spring rubber, the first limiting block and the second limiting block. The inertial channel is formed between the metal jacket and the first limiting block, the second limiting block, and the main spring rubber; the unidirectional flow channel is formed between the metal jacket and the main spring rubber.

9. The composite bushing according to claim 1, characterized in that, The spacer portion is provided with an elastic protrusion serving as a one-way valve within the flow channel area; the top of the elastic protrusion is inclined toward the side of the flow channel area near the second limiting block, and the angle between the top of the elastic protrusion and the bottom wall of the flow channel area near the second limiting block is an acute angle. When the elastic protrusion is subjected to hydraulic pressure from the first liquid chamber to the second liquid chamber, it undergoes elastic deformation toward the bottom wall of the side, so as to allow the liquid in the first liquid chamber to flow through the flow channel area to the second liquid chamber, while blocking the liquid in the second liquid chamber from flowing through the flow channel area to the first liquid chamber.

10. The composite bushing according to claim 9, characterized in that, A support rib is provided between the elastic protrusion and the bottom wall of the flow channel area near the second limiting block, and the support rib is fixedly connected to the elastic protrusion and the bottom wall.

11. The composite bushing according to claim 8, characterized in that, The first limiting block includes a first impact block, a first flow channel plate, and a first vulcanized rubber. The first flow channel plate is disposed on the outer periphery of the main spring rubber, and the first impact block is disposed on the side of the first flow channel plate facing the first liquid cavity. The flow channel plate and the first impact block are fixed by vulcanization of the first vulcanized rubber. The second limiting block includes a second impact block, a second flow channel plate, and a second vulcanized rubber. The second flow channel plate is disposed on the outer periphery of the main spring rubber, and the second impact block is disposed on the side of the second flow channel plate facing the second liquid cavity. The first flow channel plate and the second impact block are fixed by vulcanization of the second vulcanized rubber. The metal jacket surrounds the periphery of the first flow channel plate and the second flow channel plate, and forms the inertial channel between the metal jacket and the first flow channel plate, the second flow channel plate, and the main spring rubber.

12. A car suspension, characterized in that, include: Control arm; The composite bushing as described in any one of claims 1-11 is disposed on the control arm.

13. A car, characterized in that, include: Body and wheels; The vehicle suspension as described in claim 12 is connected between the vehicle body and the wheels.

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