Automobile damping bushing and vehicle

Abstract

The invention provides an automobile damping bush and an automobile. The automobile damping bush comprises a main spring, a bush inner pipe and a bush outer pipe. The main spring is provided with a center hole. The lining inner pipe penetrates through the center hole and is fixedly connected with the center hole. The lining outer pipe is arranged on the outer side of the main spring in a sleeving mode, and an oil cavity is formed between the main spring and the lining outer pipe. The lining inner pipe is provided with a first hydraulic flow channel, and the first hydraulic flow channel communicates with the oil liquid cavity so that oil liquid can flow in the oil liquid cavity to adjust the deformation speed of the main spring. The technical problem that the damping size and the frequency debugging range of the automobile damping bushing are limited due to the fact that the arrangement space of a hydraulic runner in the automobile damping bushing is limited can be solved.

Description

Technical Field

[0001] The invention relates to the technical field of vehicles, and in particular to an automobile shock-absorbing bushing and a vehicle. Background Art

[0002] The working principle of chassis shock absorbers is to convert kinetic energy, usually the vibration energy generated by uneven road surfaces during driving, into heat energy, and quickly dissipate the heat energy through the large damping generated by the flow of liquid or gas inside the shock absorber (in the form of thin-walled small holes, long flow channels, pressure-limiting valves, etc.), thereby playing a shock-absorbing role. This process helps to improve the stability and comfort of vehicle driving. Currently, the commonly used chassis shock absorbers are mainly hydraulic shock-absorbing bushings, which mainly use the large damping generated by oil in the hydraulic flow channel to quickly attenuate the vibration generated by the car during driving, so as to improve the driving comfort of the vehicle.

[0003] However, in the existing hydraulic bushing structure, due to space limitations, the cross-section of the hydraulic channel is usually narrow and the length of the hydraulic channel is also limited, which limits the damping size and frequency adjustment range of the automobile shock absorber bushing, making it difficult for the damping and frequency performance of the automobile shock absorber bushing to meet the adjustment requirements of the vehicle's handling comfort. Summary of the invention

[0004] In view of the above problems existing in the prior art, the present invention provides an automobile shock absorbing bushing and a vehicle to improve the technical problem that the space for setting the hydraulic flow channel in the automobile shock absorbing bushing is limited, which limits the damping size and frequency adjustment range of the automobile shock absorbing bushing.

[0005] To achieve the above-mentioned purpose and other related purposes, the first aspect of the present invention provides an automobile shock-absorbing bushing, which includes a main spring, a bushing inner tube and a bushing outer tube; the main spring is provided with a center hole; the bushing inner tube passes through the center hole and is fixedly connected to the center hole; the bushing outer tube is sleeved on the outside of the main spring, and an oil chamber is formed between the main spring and the bushing outer tube; wherein, the bushing inner tube is provided with a first hydraulic channel, and the first hydraulic channel is connected to the oil chamber to allow oil to flow in the oil chamber to adjust the deformation speed of the main spring.

[0006] The beneficial effect of such a setting is that since the first hydraulic channel connected to the oil chamber is arranged on the inner tube of the bushing, the area between the inner wall and the outer wall of the inner tube of the bushing can be used to set the first hydraulic channel under the condition of meeting the support strength requirement of the inner tube of the bushing, so that the setting space of the first hydraulic channel can be increased, and the problem of limited setting space of the first hydraulic channel can be improved, so that the length of the first hydraulic channel can be longer and the setting space can be larger, so that the corresponding peak damping can be improved, and the frequency bandwidth of the damping can also be wider, so as to better meet the requirements of more frequency bandwidth of the whole vehicle, realize the increase of the damping and frequency adjustment range of the automobile shock-absorbing bushing, and be more conducive to meeting the adjustment requirements of the handling comfort of the whole vehicle. At the same time, setting the first hydraulic channel on the inner tube of the bushing can also make the setting structure and shape of the first hydraulic channel more flexible, so as to better meet the matching requirements of different vehicles for the damping and frequency size of the automobile shock-absorbing bushing.

[0007] In one embodiment of the present invention, the first hydraulic flow channel is an annular flow channel, and the first hydraulic flow channel is arranged around the circumference of the inner tube of the bushing.

[0008] The beneficial effect of such arrangement is as follows: the first hydraulic channel is arranged as an annular channel circumferentially arranged around the first bushing inner tube, which can more conveniently form first hydraulic channels of various lengths and structures on the bushing inner tube, thereby further improving the flexibility of the first hydraulic channel structural design.

[0009] In one embodiment of the present invention, the first hydraulic flow channel includes a plurality of flow channel units, the plurality of flow channel units are arranged at intervals along the axial direction of the inner tube of the bushing, and are all in communication with the oil chamber.

[0010] The beneficial effects of such a setting are as follows: by setting a plurality of flow channel units and arranging the flow channel units at intervals along the axial direction of the inner tube of the bushing, not only can the length of the first hydraulic flow channel be increased, and the peak damping and the damping frequency bandwidth be improved; but also different damping sizes and frequency bandwidths can be matched only by increasing or decreasing the number of flow channel units, thereby improving the flexibility of the structural design of the first hydraulic flow channel.

[0011] In one embodiment of the present invention, the plurality of flow channel units are coaxially arranged with the inner tube of the bushing.

[0012] The beneficial effect of such arrangement is that by arranging the multiple flow channel units coaxially with the inner tube of the bushing, it is convenient to position and process the multiple flow channel units in the inner tube of the bushing, simplifying the processing technology, and thus helping to reduce the processing cost.

[0013] In one embodiment of the present invention, the cross section of the flow channel unit is a circular cross section, and the cross section diameter of the flow channel unit is 0.3-3 mm.

[0014] The beneficial effects of this arrangement are as follows: the cross-section of the flow channel unit is set to a circular cross-section, which can facilitate the molding process of the flow channel unit on the inner tube of the bushing, while limiting the cross-sectional diameter of the flow channel unit to 0.3 to 3.0 mm, and can also better match the damping and frequency debugging requirements of the automobile shock-absorbing bushing during most conventional vehicle operation processes.

[0015] In one embodiment of the present invention, the oil chamber includes a first chamber and a second chamber arranged along the circumferential direction of the main spring, the first chamber is connected to one side of the flow channel unit through a first flow channel opening, and the second chamber is connected to the other side of the flow channel unit through a second flow channel opening.

[0016] Beneficial effects of such arrangement: such arrangement, on the one hand, can meet the force requirements of the main spring in the radial direction and achieve a good damping effect. On the other hand, the entire oil chamber is divided into a first chamber and a second chamber, which can also facilitate the pressure adjustment in the oil chamber when the main spring is deformed, thereby better controlling the deformation speed of the main spring to improve the sensitivity of the damping adjustment of the automobile shock absorber bushing. At the same time, by setting the first flow channel opening and the second flow channel opening, the damping size and frequency bandwidth generated by the flow channel unit can be adjusted by adjusting the number of the first flow channel opening and the second flow channel opening, thereby further facilitating the flexibility of the damping and frequency adjustment of the automobile shock absorber bushing.

[0017] In one embodiment of the present invention, the first flow channel opening and the second flow channel opening are symmetrically arranged on two sides of the flow channel unit.

[0018] The beneficial effect of such arrangement is as follows: it can ensure that the flow path of the oil in the first chamber entering the flow channel unit is the same as the flow path of the oil in the second chamber entering the flow channel unit, which is beneficial to maintaining the consistency of the deformation speed on both sides of the first chamber and the second chamber, so as to ensure that the damping characteristics and frequency characteristics generated when the automobile shock absorber bushing is deformed under force in all directions can remain stable.

[0019] In one embodiment of the present invention, the first flow channel opening and the second flow channel opening are both circular hole structures, and the diameters of the first flow channel opening and the second flow channel opening are 0.3-3 mm.

[0020] The beneficial effects of such a setting are as follows: the first flow channel opening and the second flow channel opening are both set as circular hole structures, which can facilitate the molding processing of the first flow channel opening and the second flow channel opening; at the same time, the diameters of the first flow channel opening and the second flow channel opening are limited to the range of 0.3 to 3 mm, which can also better match the damping and frequency adjustment requirements of the automobile shock absorber bushing during the operation of most conventional vehicles.

[0021] In one embodiment of the present invention, the first flow channel opening and the second flow channel opening are coaxially arranged.

[0022] The beneficial effect of this arrangement: With this arrangement, when processing the first flow opening and the second flow opening, the tool can process along the same axial direction, and by adjusting the length of the tool, the first flow opening and the second flow opening located on the same axis can be processed simultaneously, thereby improving the processing efficiency of the first flow opening and the second flow opening.

[0023] In one embodiment of the present invention, each flow channel unit is provided with two first flow channel openings and two second flow channel openings, and along the circumferential direction of the inner tube of the bushing, the arc lengths of the flow channel units between adjacent first flow channel openings and second flow channel openings are equal.

[0024] The beneficial effect of such arrangement: with such arrangement, when the oil flows between the first chamber and the second chamber, part of the oil can flow in one side flow path formed between port A, the flow channel unit between port A and port C, and port C; another part of the oil can flow in the other side flow path formed between port B, the flow channel unit between port B and port D, and port D, thereby forming two oil flow paths between the first chamber and the second chamber. Compared with the structure with a first flow channel opening and a second flow channel opening, this structure can provide more damping possibilities and frequency possibilities corresponding to the damping, thereby enriching the combination diversity of damping and frequency, thereby better meeting the requirements for different damping and different frequency combinations during actual vehicle tuning.

[0025] In one embodiment of the present invention, a second hydraulic channel is provided on the side of the oil chamber facing the outer tube of the bushing. The second hydraulic channel is connected to the oil chamber to allow oil to flow in the oil chamber and cooperates with the first hydraulic channel to adjust the deformation speed of the main spring.

[0026] The beneficial effect of such arrangement is as follows: under the condition that a first hydraulic channel is arranged on the inner tube of the bushing, a second hydraulic channel is arranged on the side of the oil chamber facing the outer tube of the bushing. Such arrangement can make the automobile shock-absorbing bushing not only have the damping and frequency characteristics corresponding to the first hydraulic channel, but also have the damping and frequency characteristics corresponding to the second hydraulic channel, thereby further enriching the diversity of the damping and frequency combinations of the automobile shock-absorbing bushing, so as to better meet the requirements for different damping and different frequency combinations during the actual vehicle tuning process.

[0027] In one embodiment of the present invention, a limit member is disposed in the oil chamber, and the limit member abuts against the outer tube of the bushing to limit the maximum deformation of the main spring.

[0028] The beneficial effect of such a configuration is as follows: by providing a limiter in the oil chamber, the maximum deformation of the main spring during use can be limited, and the deformation of the main spring can be controlled within a certain range to reduce the probability of reducing the fatigue life of the main spring due to excessive deformation, thereby increasing the service life of the main spring.

[0029] In one embodiment of the present invention, a second hydraulic channel is provided between the stopper and the outer tube of the bushing.

[0030] The beneficial effect of such arrangement is as follows: by arranging a second hydraulic channel between the limit member and the outer tube of the bushing, when the inner tube of the bushing is subjected to radial external force, on the side where the oil cavity is squeezed, since the contact area with the oil on the side facing the outer tube of the bushing is larger, the oil pressure generated on the side of the outer tube of the bushing is also larger, which is conducive to the timely entry and exit of the oil into and out of the second hydraulic channel, thereby improving the sensitivity of the damping adjustment.

[0031] In one embodiment of the present invention, a groove is provided on a side of the stopper facing the outer tube of the bushing, and the outer tube of the bushing cooperates with the groove to form a second hydraulic flow channel.

[0032] The beneficial effect of this arrangement is that the structure of the outer tube of the bushing can be kept unchanged, and by replacing the limiting parts with different groove shapes and structures, the structure of the second hydraulic channel can be adjusted to adjust the damping and frequency generated by the second hydraulic channel.

[0033] In a second aspect of the present invention, a vehicle is provided, the vehicle comprising the automobile shock absorbing bushing according to any one of the above embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other embodiments can be obtained based on these drawings without paying creative work.

[0035] Figure 1 It is a schematic diagram of the three-dimensional structure of the automobile shock-absorbing bushing in one embodiment of the present invention;

[0036] Figure 2 A top view of an automobile shock-absorbing bushing according to the present invention in one embodiment;

[0037] Figure 3 for Figure 2 Cross-sectional view along EE direction;

[0038] Figure 4 It is a schematic diagram of the overall structure of the main spring of the automobile shock-absorbing bushing in one embodiment of the present invention;

[0039] Figure 5 It is a schematic diagram of the overall structure of the inner tube of the automobile shock-absorbing bushing in one embodiment of the present invention;

[0040] Figure 6It is a transverse cross-sectional view of an automobile shock-absorbing bushing according to the present invention in one embodiment;

[0041] Figure 7 for Figure 5 Cross-sectional view along FF direction;

[0042] Figure 8 It is a schematic diagram of the overall structure of the inner tube of the automobile shock-absorbing bushing in another embodiment of the present invention;

[0043] Fig. 9 for Figure 8 A transverse cross-sectional view of the inner tube of the liner in the embodiment;

[0044] Fig.10 It is a transverse cross-sectional view of the automobile shock-absorbing bushing of the present invention in another embodiment;

[0045] Fig.11 An axial cross-sectional view of an automobile shock-absorbing bushing provided with a second hydraulic flow channel in one embodiment of the present invention;

[0046] Fig.12 A transverse cross-sectional view of an automobile shock-absorbing bushing according to the present invention provided with a second hydraulic flow channel in one embodiment;

[0047] Fig.13 It is a structural cross-sectional view of a vehicle shock-absorbing bushing according to an embodiment of the present invention, in which a limiting member is arranged in an oil chamber;

[0048] Fig.14 It is a structural schematic diagram of a vehicle shock-absorbing bushing according to the present invention, in which a groove is arranged on a stopper in one embodiment;

[0049] Fig.15 It is a structural schematic diagram of a vehicle shock-absorbing bushing of the present invention in which a groove is arranged on a stopper in another embodiment;

[0050] Fig.16 The figure is a schematic exploded view of the parts of the automobile shock-absorbing bushing in one embodiment of the present invention.

[0051] Component number description:

[0052] 100. Automobile shock-absorbing bushing; 110. Main spring; 111. Center hole; 112. First flow channel opening; 113. Second flow channel opening; 114. Cylinder; 1141. First stopper; 1142. Second stopper; 115. First sealing part; 116. Second sealing part; 120. Bushing inner tube; 130. Bushing outer tube; 140. Oil chamber; 141. First chamber; 142. Second chamber; 150. First hydraulic flow channel; 151. Flow channel unit; 160. Second hydraulic flow channel; 161. Groove; 1611. First groove; 1612. Second groove; 170. Limiting member; 171. First limiting member; 172. Second limiting member; 180. Internal skeleton. DETAILED DESCRIPTION

[0053] The following is an explanation of the embodiments of the present invention by specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the features in the following embodiments and the embodiments can be combined with each other without conflict. It should also be understood that the terms used in the embodiments of the present invention are intended to describe specific embodiments, rather than to limit the scope of protection of the present invention. The test methods for which specific conditions are not specified in the following examples are usually carried out under conventional conditions or according to the conditions recommended by the manufacturers.

[0054] When numerical ranges are given in the embodiments, it should be understood that unless otherwise specified in the present invention, both endpoints of each numerical range and any value between the two endpoints can be selected. Unless otherwise defined, all technical and scientific terms used in the present invention are familiar to those skilled in the art and the description of the present invention, and any method, device and material of the prior art similar or equivalent to the method, device and material in the embodiments of the present invention can also be used to implement the present invention.

[0055] It should be noted that the terms such as "upper", "lower", "left", "right", "middle" and "one" etc. used in this specification are only for the convenience of description and are not intended to limit the scope of implementation of the present invention. Changes or adjustments to their relative relationships, without substantially changing the technical content, should also be regarded as the scope of implementation of the present invention.

[0056] See also Figures 1 to 16The present invention provides an automobile shock-absorbing bushing 100 and a vehicle. The automobile shock-absorbing bushing 100 sets a first hydraulic channel 150 on a bushing inner tube 120, thereby increasing the setting space of the first hydraulic channel 150 and improving the problem of limited setting space of the first hydraulic channel 150. Therefore, the adjustment range of damping and frequency of the automobile shock-absorbing bushing 100 can be correspondingly increased, which is conducive to meeting the adjustment requirements of vehicle handling comfort.

[0057] See also Figures 1 to 3 The automobile shock absorbing bushing 100 provided by the present invention includes: a main spring 110, a bushing inner tube 120 and a bushing outer tube 130.

[0058] See also Figure 3 and Figure 4 , the main spring 110 is made of vulcanized rubber. The main spring 110 includes a barrel portion 114 and a first sealing portion 115 and a second sealing portion 116 connected at both ends of the barrel portion 114, and the first sealing portion 115 and the second sealing portion 116 are arranged roughly symmetrically. The diameters of the first sealing portion 115 and the second sealing portion 116 are both larger than the diameter of the barrel portion 114. A center hole 111 is arranged at the center of the main spring 110, and the axial direction of the center hole 111 is consistent with the height direction of the main spring 110. The bushing inner tube 120 passes through the center hole 111 and is fixedly connected to the center hole 111. There can be a variety of fixed connection methods, such as fixing by sealing adhesive bonding, fixing by thermoplastic molding, etc. Optionally, in this embodiment, the bushing inner tube 120 is fixedly connected to the center hole 111 through a vulcanization process.

[0059] Considering the supporting performance of the main spring 110, optionally, please continue to refer to Figure 3In this embodiment, the automobile shock-absorbing bushing 100 may further include an inner frame 180. The inner frame 180 is embedded in the main spring 110, and the material of the inner frame 180 is a material with a certain supporting hardness such as steel or aluminum. The shape of the inner frame 180 matches the shape of the main spring 110, that is, the inner frame 180 is embedded in the barrel portion 114, the first sealing portion 115 and the second sealing portion 116. The inner frame 180 can support the barrel portion 114, the first sealing portion 115 and the second sealing portion 116 of the main spring 110, thereby achieving support for the entire main spring 110. The bushing outer tube 130 is a cylindrical structure that is approximately open at the top and bottom, and the bushing outer tube 130 is made of any metal material that meets the performance requirements, such as steel or aluminum. The bushing outer tube 130 is sleeved on the outer side of the main spring 110, the first sealing portion 115 and the second sealing portion 116 are both fitted with the inner wall of the bushing outer tube 130 to form a sealed connection, and an oil chamber 140 is formed between the first sealing portion 115, the cylinder portion 114, the second sealing portion 116 and the bushing outer tube 130. It should be noted that the number of the oil chambers 140 can be one or more, which is determined in the actual design and production process to meet the damping adjustment requirements of the automobile shock absorbing bushing 100.

[0060] See also Figure 3 and Figure 5 The bushing inner tube 120 is provided with a first hydraulic flow channel 150, which is in communication with the oil chamber 140, so that the oil flows in the oil chamber 140 to adjust the deformation speed of the main spring 110. When the bushing inner tube 120 is subjected to radial external force, the oil chamber 140 will be deformed, causing the pressure on both sides of the oil chamber 140 to change. On the squeezed side of the oil chamber 140, that is, the side with greater pressure, the oil will enter the first hydraulic flow channel 150, and flow through the first hydraulic flow channel 150 into the non-squeezed side of the oil chamber 140, that is, the side with less pressure, so that the oil can flow in the first hydraulic flow channel 150 to generate damping, thereby adjusting the deformation speed of the main spring 110.

[0061] Under the condition that the support strength requirement of the bushing inner tube 120 is met, the first hydraulic flow channel 150 can be arranged in any area between the inner wall and the outer wall of the bushing inner tube 120. The first hydraulic flow channel 150 can be a flow channel structure directly integrally formed with the bushing inner tube 120, or a tubular structure filled in the bushing inner tube 120, etc. Optionally, in this embodiment, the first hydraulic flow channel 150 is a flow channel structure integrally formed with the bushing inner tube 120. Such an arrangement does not require the introduction of other parts into the bushing inner tube 120, and is therefore conducive to the lightweight design of the automobile shock absorbing bushing 100.

[0062] The structural shape of the first hydraulic flow channel 150 can be a long strip structure arranged along the axial direction of the bushing inner tube 120, a meandering structure arranged along the axial direction of the bushing inner tube 120, a spiral tube structure arranged around the axis of the bushing inner tube 120, an annular structure arranged around the circumference of the bushing inner tube 120, etc. In the actual design and production process, it needs to be determined comprehensively based on various factors such as processing difficulty, flow channel length, and flow channel cross section.

[0063] In this embodiment, since the first hydraulic channel 150 connected to the oil chamber 140 is arranged on the bushing inner tube 120, under the condition of meeting the support strength requirement of the bushing inner tube 120, the area between the inner wall and the outer wall of the bushing inner tube 120 can be used to set the first hydraulic channel 150, so that the setting space of the first hydraulic channel 150 can be increased, and the problem of limited setting space of the first hydraulic channel 150 can be improved, so that the length of the first hydraulic channel 150 can be longer and the setting space can be larger, so that the corresponding peak damping can be improved, and the frequency bandwidth of the damping can also be wider, so as to better meet the requirements of more frequency bandwidth of the whole vehicle, realize the increase of the damping and frequency adjustment range of the automobile shock absorbing bushing 100, and be more conducive to meeting the adjustment requirements of the handling comfort of the whole vehicle. At the same time, setting the first hydraulic channel 150 on the bushing inner tube 120 can also make the setting structure and shape of the first hydraulic channel 150 more flexible, so as to better meet the matching requirements of different vehicles for the damping and frequency size of the automobile shock absorbing bushing 100.

[0064] See also Figure 3 and Figure 5 In one embodiment of the present invention, the first hydraulic flow channel 150 is an annular flow channel, and the first hydraulic flow channel 150 is arranged around the circumference of the bushing inner tube 120. The first hydraulic flow channel 150 can be a single annular structure arranged around the circumference of the bushing inner tube 120, or a plurality of annular structures arranged around the circumference of the bushing inner tube 120, or an annular structure spirally arranged along the axis of the bushing inner tube 120, etc. The first hydraulic flow channel 150 is arranged as an annular flow channel arranged around the circumference of the first bushing inner tube 120, so that it is more convenient to form the first hydraulic flow channel 150 of various lengths and structures on the bushing inner tube 120, thereby further improving the flexibility of the structural design of the first hydraulic flow channel 150.

[0065] Although the structure of the first hydraulic channel 150 can be in various forms, considering the flexibility of the structural design of the first hydraulic channel 150, preferably, refer to Figure 3 and Figure 5In one embodiment of the present invention, the first hydraulic flow channel 150 includes a plurality of flow channel units 151, which are arranged at intervals along the axial direction of the bushing inner tube 120 and are all connected to the oil chamber 140. The plurality of flow channel units 151 may be arranged at equal intervals along the axial direction of the bushing inner tube 120, or may be arranged at unequal intervals. The plurality of flow channel units 151 may be arranged coaxially with the bushing inner tube 120, or may be arranged coaxially. The specific number of the plurality of flow channel units 151 is not limited, and is subject to the damping size and frequency adjustment requirements of the whole vehicle. By arranging a plurality of flow channel units 151 and arranging the flow channel units 151 at intervals along the axial direction of the bushing inner tube 120, not only the length of the first hydraulic flow channel 150 can be increased, the peak damping and the damping frequency bandwidth can be improved; but also different damping sizes and frequency bandwidths can be matched only by increasing or decreasing the number of flow channel units 151, thereby improving the flexibility of the structural design of the first hydraulic flow channel 150.

[0066] In order to further facilitate the processing and manufacturing of the first hydraulic channel 150 on the bushing inner tube 120, optionally, in an embodiment of the present invention, refer to Figure 3 and Figure 5 , multiple flow channel units 151 are coaxially arranged with the bushing inner tube 120. The specific setting height of the multiple flow channel units 151 in the axial direction of the bushing inner tube 120 is not limited, as long as it can be connected with the oil chamber 140. By making the multiple flow channel units 151 coaxially arranged with the bushing inner tube 120, it is convenient to position and process the multiple flow channel units 151 on the bushing inner tube 120, simplify the processing technology, and thus help to reduce the processing cost. Specifically, in this embodiment, three flow channel units 151 are arranged along the axial direction of the bushing inner tube 120, and the three flow channel units 151 are coaxially arranged with the bushing inner tube 120 and are arranged at equal intervals from each other. In this way, the multiple flow channel units 151 can be distributed in an axial array along the bushing inner tube 120, so the positioning and processing of the multiple flow channel units 151 on the bushing inner tube 120 can be further facilitated.

[0067] Under the condition that the damping and frequency adjustment requirements of the automobile shock absorbing bushing 100 are met, the cross-sectional shape of the flow channel unit 151 can be a variety of shapes such as a circle, an ellipse, a polygon, etc., but preferably, in one embodiment of the present invention, refer to Figure 3 and Figure 5, the cross section of the flow channel unit 151 is a circular cross section. The cross-sectional diameter of the flow channel unit 151 is any value within the range of 0.3 to 3 mm, for example, it can be 0.3 mm, 1.0 mm, 2.0 mm or 3.0 mm, etc. The cross section of the flow channel unit 151 is set to a circular cross section. This setting can make it easier to form the flow channel unit 151 on the bushing inner tube 120. At the same time, the cross-sectional diameter of the flow channel unit 151 is limited to 0.3 to 3.0 mm, which can also better match the damping and frequency debugging requirements of the automobile shock absorbing bushing 100 during most conventional vehicle operation processes.

[0068] See also Figure 3 , Figure 5 and Figure 6 In one embodiment of the present invention, the oil chamber 140 includes a first chamber 141 and a second chamber 142 arranged along the circumferential direction of the main spring 110. The first chamber 141 and the second chamber 142 can be cavity structures of the same size and shape, or can be cavity structures of different sizes and shapes. In order to facilitate the manufacturing and processing of the first chamber 141 and the second chamber 142, preferably, in this embodiment, the first chamber 141 and the second chamber 142 have the same size and shape, and are roughly symmetrically arranged on both sides along the circumferential direction of the main spring 110. The first chamber 141 is connected to one side of the flow channel unit 151 through the first flow channel opening 112, and the second chamber 142 is connected to the other side of the flow channel unit 151 through the second flow channel opening 113. The number of the first flow channel opening 112 and the second flow channel opening 113 can be one or more; the first flow channel opening 112 and the second flow channel opening 113 can be a straight pipe structure or a curved pipe structure and other structural shapes; the first flow channel opening 112 and the second flow channel opening 113 can be the same structure or different structures. Under the condition of meeting the damping adjustment requirements of the flow channel unit 151, the present embodiment does not specifically limit the number and structure of the first flow channel opening 112 and the second flow channel opening 113. It should be noted that in the actual use of the automobile shock absorbing bushing 100, the specific orientation of the first chamber 141 and the second chamber 142 needs to be determined according to the force direction at the installation position, as long as it is ensured that when the inner tube 120 of the bushing is subjected to radial external force, the corresponding hydraulic chamber can always be deformed by force to produce the corresponding damping effect.

[0069] This embodiment sets the first chamber 141 and the second chamber 142 in the circumferential direction of the main spring 110. This setting can, on the one hand, meet the force requirements of the main spring 110 in the radial direction and achieve a good damping effect. On the other hand, the entire oil chamber 140 is divided into the first chamber 141 and the second chamber 142, which can also facilitate the pressure adjustment in the oil chamber 140 when the main spring 110 is deformed, thereby better controlling the deformation speed of the main spring 110 to improve the sensitivity of the damping adjustment of the automobile shock absorbing bushing 100. At the same time, by setting the first flow channel opening 112 and the second flow channel opening 113, the damping size and frequency bandwidth generated by the flow channel unit 151 can be adjusted by adjusting the number of the first flow channel opening 112 and the second flow channel opening 113, thereby further facilitating the flexibility of the damping and frequency adjustment of the automobile shock absorbing bushing 100.

[0070] In order to ensure the consistency of deformation speeds on both sides of the first chamber 141 and the second chamber 142, optionally, in one embodiment of the present invention, refer to Figure 5 and Figure 6 The first flow channel opening 112 and the second flow channel opening 113 are symmetrically arranged on both sides of the flow channel unit 151. In this way, the flow path of the oil in the first chamber 141 entering the flow channel unit 151 and the flow path of the oil in the second chamber 142 entering the flow channel unit 151 can be ensured to be the same, which is conducive to maintaining the consistency of the deformation speed on both sides of the first chamber 141 and the second chamber 142, so as to ensure that the damping characteristics and frequency characteristics generated by the automobile shock absorbing bushing 100 when deformed by force in various directions can remain stable.

[0071] Under the premise of meeting the requirements of the liquid inlet and outlet speeds of the flow channel unit 151, the first flow channel opening 112 and the second flow channel opening 113 can be a variety of structures such as a circular hole structure and an elliptical hole structure, but preferably, please refer to Figure 5 and Figure 6 In one embodiment of the present invention, the first flow channel opening 112 and the second flow channel opening 113 are both circular hole structures, and the diameters of the first flow channel opening 112 and the second flow channel opening 113 are any value in the range of 0.3 to 3 mm, such as 0.3 mm, 1.0 mm, 2.0 mm or 3.0 mm. The first flow channel opening 112 and the second flow channel opening 113 are both set as circular hole structures, which can facilitate the molding process of the first flow channel opening 112 and the second flow channel opening 113; at the same time, the diameters of the first flow channel opening 112 and the second flow channel opening 113 are limited to the range of 0.3 to 3 mm, which can also better match the damping and frequency adjustment requirements of the automobile shock absorbing bushing 100 in most conventional vehicle operation processes.

[0072] On the basis that the first flow channel opening 112 and the second flow channel opening 113 are both circular hole structures, in order to further facilitate the positioning and processing of the first flow channel opening 112 and the second flow channel opening 113, optionally, refer to Figures 5 to 7 In one embodiment of the present invention, the first flow channel opening 112 and the second flow channel opening 113 are coaxially arranged. The coaxial arrangement of the first flow channel opening 112 and the second flow channel opening 113 means that the axis of the first flow channel opening 112 and the axis of the second flow channel opening 113 coincide, and the first flow channel opening 112 and the second flow channel opening 113 are respectively arranged on both sides of the flow channel unit 151. In this way, when processing the first flow channel opening 112 and the second flow channel opening 113, the tool can be processed along the same axis direction, and by adjusting the length of the tool, the first flow channel opening 112 and the second flow channel opening 113 located on the same axis can be processed simultaneously, thereby improving the processing efficiency of the first flow channel opening 112 and the second flow channel opening 113. Specifically, in one embodiment of the present invention, each flow channel unit 151 is provided with a first flow channel opening 112 and a second flow channel opening 113, and the first flow channel opening 112 and the second flow channel opening 113 are coaxially arranged, and the first flow channel opening 112 and the second flow channel opening 113 both extend along the radial direction of the bushing inner tube 120.

[0073] See also Figures 8 to 10 In another embodiment of the present invention, each flow channel unit 151 is provided with two first flow channel openings 112 and two second flow channel openings 113. The two first flow channel openings 112 and the two second flow channel openings 113 can be symmetrically arranged on both sides of the flow channel unit 151, or can be asymmetrically arranged, which is not limited in this embodiment. Along the circumferential direction of the bushing inner tube 120, the arc lengths of the flow channel units 151 located between adjacent first flow channel openings 112 and second flow channel openings 113 are equal. Specifically, as Fig. 9 and Fig.10 As shown, the two first flow channel openings 112 located on one side of the flow channel unit 151 are marked as opening A and opening B respectively, and the two second flow channel openings 113 located on the other side of the flow channel unit 151 are marked as opening C and opening D respectively. The arc lengths of the flow channel unit 151 between adjacent first flow channel openings 112 and second flow channel openings 113 are equal, which means that the arc length of the flow channel unit 151 located between opening A and opening C is equal to the arc length of the flow channel unit 151 located between opening B and opening D.

[0074] With such arrangement, when the oil flows between the first chamber 141 and the second chamber 142, part of the oil can flow in the flow path on one side formed between port A, the flow channel unit 151 between port A and port C, and port C, and another part of the oil can flow in the flow path on the other side formed between port B, the flow channel unit 151 between port B and port D, and port D, thereby forming two oil flow paths between the first chamber 141 and the second chamber 142. Compared with the structure with a first flow channel port 112 and a second flow channel port 113, this structure can provide more damping possibilities and frequency possibilities corresponding to the damping, thereby enriching the combination diversity of damping and frequency, so as to better meet the requirements for different damping and different frequency combinations during actual vehicle tuning.

[0075] Under the condition that the bushing inner tube 120 is provided with the first hydraulic flow channel 150, optionally, refer to Fig.11 and Fig.12 In one embodiment of the present invention, a second hydraulic channel 160 is provided on the side of the oil chamber 140 facing the bushing outer tube 130. The second hydraulic channel 160 is connected to the oil chamber 140 so that part of the oil can flow in the oil chamber 140, and then cooperates with the first hydraulic channel 150 to adjust the deformation speed of the main spring 110, that is, to adjust the damping size of the automobile shock absorber bushing 100. The second hydraulic channel 160 can be arranged in a variety of ways. For example, the second hydraulic channel 160 can be arranged on the bushing outer tube 130, or on other parts between the bushing outer tube 130 and the main spring 110. The cross-sectional shape and channel length of the second hydraulic channel 160 are not limited, and are specifically determined by the actual damping design requirements. Under the condition that the first hydraulic channel 150 is provided in the inner tube 120 of the bushing, a second hydraulic channel 160 is provided on the side of the oil chamber 140 facing the outer tube 130 of the bushing. In this way, the automobile shock-absorbing bushing 100 can have not only the damping and frequency characteristics corresponding to the first hydraulic channel 150, but also the damping and frequency characteristics corresponding to the second hydraulic channel 160, thereby further enriching the diversity of the damping and frequency combinations of the automobile shock-absorbing bushing 100, so as to better meet the requirements for different damping and different frequency combinations during the actual vehicle tuning process.

[0076] Under normal use conditions, the deformation of the main spring 110 usually needs to be controlled to a certain extent, so as to ensure that the main spring 110 can have a better fatigue strength during use. In view of this, optionally, in an embodiment of the present invention, refer to Fig.13A limiter 170 is provided in the oil chamber 140, and the limiter 170 abuts against the inner wall of the bushing outer tube 130 to limit the maximum deformation of the main spring 110 toward the bushing outer tube 130. The shape of the limiter 170 can be a circular arc convex block structure matching the shape of the bushing outer tube 130, or a plurality of spherical convex structures distributed at intervals, etc., as long as it can play a role in limiting the maximum deformation of the main spring 110 when the oil chamber 140 is compressed and deformed. The material of the limiter 170 can be aluminum or nylon, etc., and the specific requirements for the use of the limiter 170 shall prevail. By providing the limiter 170 in the oil chamber 140, the maximum deformation of the main spring 110 during use can be limited, and then the deformation of the main spring 110 can be controlled within a certain range to reduce the probability of reducing the fatigue life of the main spring 110 due to excessive deformation, thereby increasing the service life of the main spring 110.

[0077] Optionally, see Fig.11 and Fig.12 In one embodiment of the present invention, a second hydraulic flow channel 160 is provided between the stopper 170 and the bushing outer tube 130. For example, a groove may be provided on the side of the stopper 170 facing the bushing outer tube 130, and the stopper 170 blocks the opening of the groove to form the second hydraulic flow channel 160; or a groove may be provided on the side of the bushing outer tube 130 facing the stopper 170, and the stopper 170 blocks the opening of the groove to form the second hydraulic flow channel 160, etc. By providing the second hydraulic flow channel 160 between the stopper 170 and the bushing outer tube 130, when the bushing inner tube 120 is subjected to radial external force, on the side where the oil cavity is squeezed, the oil pressure generated on the side of the bushing outer tube 130 is also large because the contact area with the oil on the side facing the bushing outer tube 130 is large, which is conducive to the timely entry and exit of the oil into the second hydraulic flow channel 160, thereby improving the sensitivity of the damping adjustment.

[0078] In order to facilitate the molding process of the second hydraulic channel 160, optionally, in one embodiment of the present invention, refer to Fig.12 and Fig.15 The stopper 170 is provided with a groove 161 on the side facing the bushing outer tube 130, and the two ends of the groove 161 in the extending direction are respectively connected to the two sides of the oil chamber 140, and the groove 161 is open on the side facing the bushing outer tube 130. The bushing outer tube 130 covers the open position of the groove 161 to form the second hydraulic flow channel 160 in cooperation with the groove 161. In this way, the structure of the bushing outer tube 130 can be kept unchanged, and by replacing the stopper 170 with a different shape and structure of the groove 161, the structure of the second hydraulic flow channel 160 can be adjusted, so as to adjust the damping and frequency generated by the second hydraulic flow channel 160.

[0079] Specifically, see Fig.12 and Fig.15 In one embodiment of the present invention, the stopper 170 includes a first stopper 171 and a second stopper 172. The first stopper 171 is disposed in the first chamber 141, and the second stopper 172 is disposed in the second chamber 142. The first stopper 171 and the second stopper 172 may be symmetrically arranged or asymmetrically arranged. Preferably, in order to facilitate the manufacturing and processing of the first stopper 171 and the second stopper 172 and the positioning and installation in the oil chamber 140, in this embodiment, the first stopper 171 and the second stopper 172 are substantially symmetrically arranged along the axis of the main spring 110.

[0080] In this example, see Fig.12 and Fig.15 The first stopper 171 and the second stopper 172 are both semicircular ring structures matching the bushing outer tube 130, and the first stopper 171 and the second stopper 172 are both in contact with the inner wall of the bushing outer tube 130. The outer periphery of the barrel portion 114 is provided with a first stopper 1141 and a second stopper 1142 at intervals, and the first stopper 1141 and the second stopper 1142 extend from the barrel portion 114 to the inner wall side of the bushing outer tube 130 along the radial direction of the main spring 110. One end of the first stopper 171 in the circumferential direction and one end of the second stopper 172 in the circumferential direction are both connected to the first stopper 1141, and the other end of the first stopper 171 in the circumferential direction and the other end of the second stopper 172 in the circumferential direction are both connected to the second stopper 1142, and the first stopper 171 and the second stopper 172 are connected at the second stopper 1142, thereby achieving the fixation of the first stopper 171 in the first cavity 141 and the fixation of the second stopper 172 in the second cavity 142. The first stopper 171, the first stopper 1141, the second stopper 1142 and a partial area of ​​the main spring 110 enclose a first cavity 141, and the second stopper 172, the first stopper 1141, the second stopper 1142 and another partial area of ​​the main spring 110 enclose a second cavity 142.

[0081] The groove 161 includes a first groove 1611 and a second groove 1612. Along the circumferential direction of the bushing outer tube 130, one end of the first groove 1611 extends toward the side away from the second stopper 1142 and communicates with the first chamber 141, and the other end of the first groove 1611 extends toward the side close to the second stopper 1142. One end of the second groove 1612 extends toward the side away from the second stopper 1142 and communicates with the second chamber 142, and the other end of the second groove 1612 extends toward the side close to the second stopper 1142 and is butt-connected with the first groove 1611 at the position of the second stopper 1142. The bushing outer tube 130 covers the first groove 1611 and the second groove 1612 at the same time to form the above-mentioned second hydraulic flow channel 160. When the oil chamber 140 is deformed, the oil flows in the first groove 1611 and the second groove 1612 to achieve the oil circulation between the first chamber 141 and the second chamber 142 at a position close to one side of the bushing outer tube 130, thereby generating corresponding damping.

[0082] The present invention also provides a vehicle, which includes a subframe, a vehicle body and the above-mentioned automobile shock-absorbing bushing 100. The automobile shock-absorbing bushing 100 is installed between the subframe and the vehicle body to isolate the transmission of vibration and noise from the subframe to the vehicle body. The specific connection structure between the shock-absorbing bushing and the subframe and the vehicle body can refer to the relevant structural description in the existing vehicle, and will not be repeated here. Since the automobile shock-absorbing bushing 100 according to the above embodiment has the above-mentioned technical effects, the vehicle according to the embodiment of the present invention also has the corresponding technical effects.

[0083] The automobile shock-absorbing bushing provided by the present invention has a first hydraulic channel connected to the oil chamber arranged on the inner tube of the bushing. Therefore, under the condition of meeting the support strength requirement of the inner tube of the bushing, the area between the inner wall and the outer wall of the inner tube of the bushing can be used to set the first hydraulic channel, so that the setting space of the first hydraulic channel can be increased, and the problem of limited setting space of the first hydraulic channel can be improved, thereby reducing the restrictions on the cross-sectional size and channel length of the first hydraulic channel, so that the adjustment range of the damping and frequency of the automobile shock-absorbing bushing can be correspondingly increased, which is more conducive to meeting the adjustment requirements of the handling comfort of the whole vehicle. At the same time, by setting the first hydraulic channel on the inner tube of the bushing, the setting shape and setting structure of the first hydraulic channel can also be made more flexible, so that the damping size and frequency size requirements of different vehicles for automobile shock-absorbing bushings can be better met. Therefore, the present invention effectively overcomes some practical problems in the prior art and has high utilization value and use significance.

[0084] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed by the present invention shall still be covered by the claims of the present invention.

Claims

1. An automobile shock absorbing bushing, characterized in that: include: A main spring, wherein the main spring is provided with a center hole; A bushing inner tube, the bushing inner tube passes through the center hole and is fixedly connected to the center hole; A bushing outer tube is sleeved on the outer side of the main spring, and an oil chamber is formed between the main spring and the bushing outer tube; Among them, the inner tube of the bushing is provided with a first hydraulic channel, and the first hydraulic channel is connected to the oil chamber so that the oil can flow in the oil chamber to adjust the deformation speed of the main spring.

2. The automobile shock absorbing bushing according to claim 1, characterized in that: The first hydraulic flow channel is an annular flow channel, and the first hydraulic flow channel is arranged around the circumference of the bushing inner tube.

3. The automobile shock absorbing bushing according to claim 2, characterized in that: The first hydraulic flow channel includes a plurality of flow channel units, wherein the flow channel units are annular flow channels arranged circumferentially around the inner tube of the bushing, and the plurality of flow channel units are arranged at intervals along the axial direction of the inner tube of the bushing and are all connected to the oil chamber.

4. The automobile shock absorbing bushing according to claim 3, characterized in that: The plurality of flow channel units are coaxially arranged with the liner inner tube.

5. The automobile shock absorbing bushing according to claim 3, characterized in that: The cross section of the flow channel unit is a circular cross section, and the cross section diameter of the flow channel unit is 0.3 to 3 mm.

6. The automobile shock absorbing bushing according to claim 3, characterized in that: The oil chamber includes a first chamber and a second chamber arranged along the circumferential direction of the main spring, the first chamber is connected to one side of the flow channel unit through a first flow channel opening, and the second chamber is connected to the other side of the flow channel unit through a second flow channel opening.

7. The automobile shock absorbing bushing according to claim 6, characterized in that: The first flow channel opening and the second flow channel opening are symmetrically arranged on two sides of the flow channel unit.

8. The automobile shock absorbing bushing according to claim 6, characterized in that: The first flow channel opening and the second flow channel opening are both circular hole structures, and the diameters of the first flow channel opening and the second flow channel opening are 0.3-3 mm.

9. The automobile shock absorbing bushing according to claim 8, characterized in that: The first flow channel opening and the second flow channel opening are coaxially arranged.

10. The automobile shock absorbing bushing according to claim 6, characterized in that: Each of the flow channel units is provided with two of the first flow channel openings and two of the second flow channel openings, and along the circumferential direction of the inner tube of the bushing, the arc lengths of the flow channel units located between adjacent first flow channel openings and second flow channel openings are equal.

11. The automobile shock absorbing bushing according to any one of claims 1 to 10, characterized in that: A second hydraulic channel is provided on the side of the oil chamber facing the outer tube of the bushing. The second hydraulic channel is connected to the oil chamber to allow oil to flow in the oil chamber and cooperates with the first hydraulic channel to adjust the deformation speed of the main spring.

12. The automobile shock absorbing bushing according to claim 11, characterized in that: A limit member is arranged in the oil chamber, and the limit member abuts against the outer tube of the bushing to limit the maximum deformation of the main spring.

13. The automobile shock absorbing bushing according to claim 12, characterized in that: The second hydraulic flow channel is arranged between the limiting member and the bushing outer tube.

14. The automobile shock absorbing bushing according to claim 13, characterized in that: A groove is provided on one side of the stopper facing the bushing outer tube, and the bushing outer tube cooperates with the groove to form the second hydraulic flow channel.

15. A vehicle, characterized in that: The invention comprises the automobile shock absorbing bushing according to any one of claims 1 to 14.

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