Automobile damping bushing

Abstract

The invention provides an automobile damping bushing which comprises a main spring, a bushing inner pipe and a bushing outer pipe, and 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 a sealing air cavity is formed in the main spring or between the main spring and the lining outer pipe. The main spring and / or the lining outer pipe are / is provided with a damping channel, and the damping channel is communicated with the sealing air cavity and an external air source so that air can enter and exit from the sealing air cavity to adjust the deformation speed of the main spring. The technical problem that an existing hydraulic damping bush is high in production and machining cost can be solved.

Description

Technical Field

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

[0002] The working principle of the chassis shock absorber is to convert kinetic energy, usually the vibration energy generated by the uneven road surface during the vehicle's 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.

[0003] At present, the commonly used chassis shock absorbers are mainly hydraulic shock absorber bushings, which mainly use the large damping generated by the oil in the hydraulic flow channel to quickly attenuate the vibration generated by the car during driving. However, due to the complex design of the hydraulic flow channel, the structure and process performance of the shock absorber bushing are required to be high, which often leads to a complex manufacturing process for the shock absorber bushing and a high processing difficulty, thereby increasing the production and processing costs of the shock absorber bushing. 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 to improve the technical problem of high production and processing costs of the existing hydraulic shock-absorbing bushings.

[0005] To achieve the above-mentioned purpose and other related purposes, the present invention provides an automobile shock-absorbing bushing, which includes: a main spring, a bushing inner tube and a bushing outer tube, wherein 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 a sealed air cavity is formed on the main spring or between the main spring and the bushing outer tube; wherein a damping channel is provided on the main spring and / or the bushing outer tube, and the damping channel connects the sealed air cavity and an external air source so that gas can enter and exit the sealed air cavity to adjust the deformation speed of the main spring.

[0006] The beneficial effect of such a setting is that by setting a sealed air cavity and a damping channel, the damping generated in the damping channel when the gas enters and exits the sealed air cavity can be used to replace the damping generated by the hydraulic oil in the complex hydraulic flow channel, so there is no need to process complex hydraulic circulation on the automobile shock-absorbing bushing, thereby reducing the difficulty of the production process, simplifying the processing steps, and thus reducing the processing and production costs of the automobile shock-absorbing bushing. At the same time, since the gas does not require a very high gas pressure in the sealed air cavity, compared with the operation scheme of high-pressure oil in the hydraulic flow channel, this scheme is more conducive to improving the overall dynamic stiffness performance of the automobile shock-absorbing bushing, reducing the problems such as abnormal noise inside the automobile shock-absorbing bushing, and thus improving the comfort of the shock-absorbing bushing for vehicle vibration regulation.

[0007] In one embodiment of the present invention, the external air source is the external atmosphere, and the sealed air cavity is connected to the external atmosphere through the damping channel.

[0008] The beneficial effect of such arrangement is that during the use of the automobile shock-absorbing bushing, there is no need to set up a separate air supply system, and gas can be directly obtained from the atmosphere to adjust the deformation speed of the main spring, so the structure is simpler and the use cost is lower.

[0009] In one embodiment of the present invention, a sealed air cavity is formed between the main spring and the outer tube of the bushing.

[0010] The beneficial effect of such arrangement is that by setting the sealed air cavity between the main spring and the bushing outer tube, there is no need to make major changes to the main spring structure, and the original hydraulic main spring structure can be used, thereby saving the design and development cost of the automobile shock-absorbing bushing. At the same time, since one side wall of the sealed air cavity is the bushing outer tube, which is a hard material structure, this position will not deform when the main spring is deformed, which can be more conducive to controlling the compression deformation of the sealed air cavity and improving the control sensitivity of the deformation speed of the main spring.

[0011] In one embodiment of the present invention, the damping channel is disposed on the main spring.

[0012] The beneficial effect of such a configuration is that by configuring the damping channel on the main spring, it is easier to form damping channels of various shapes and structures on the main spring made of rubber than processing the damping channel on the outer tube of the bushing made of metal, which is conducive to optimizing the structure of the damping channel so that it can better meet the requirements for adjusting the deformation speed of the main spring. At the same time, when the gas flows through the damping channel made of rubber, a better damping effect can be obtained.

[0013] In one embodiment of the present invention, the sealed air cavity includes a first sealed air cavity and a second sealed air cavity arranged along the circumferential direction of the main spring, and the first sealed air cavity and the second sealed air cavity are both connected to an external air source through a damping channel.

[0014] The beneficial effect of such arrangement is that by arranging the first sealed air cavity and the second sealed air cavity in the circumferential direction of the main spring, such arrangement can, on the one hand, meet the force requirements of the main spring in the radial direction and achieve a better damping effect. On the other hand, the entire sealed air cavity is divided into the first sealed air cavity and the second sealed air cavity, which can also facilitate the pressure adjustment in the sealed air cavity when the main spring is deformed, thereby better controlling the deformation speed of the main spring and improving the sensitivity of the damping adjustment of the automobile shock absorbing bushing.

[0015] In one embodiment of the present invention, the damping channel includes a plurality of damping channel units, and at least one group of damping channel units is respectively provided at both ends of the first sealed air cavity and / or the second sealed air cavity along the axial direction of the main spring.

[0016] The beneficial effect of such a configuration is as follows: by arranging a group of damping channel units at both ends of the first sealed air cavity and / or the second sealed air cavity, gas can enter and exit both on the first sealing portion and the second sealing portion when the first sealed air cavity or the second sealed air cavity is deformed, thereby increasing the gas entry and exit speed, which is not only beneficial to increasing the deformation speed of the main spring, but also can obtain gas damping effect in both directions, thereby also obtaining a better damping effect.

[0017] In one embodiment of the present invention, the damping channel unit includes a flow channel, a first damping hole and a second damping hole, the flow channel connects the first damping hole and the second damping hole, one of the first damping hole and the second damping hole connects the flow channel and the sealed air cavity, and the other connects the flow channel and the external air source.

[0018] The beneficial effects of such a setting are as follows: by setting the flow channel, the first damping hole and the second damping hole, the number of turns generated in the process of gas entering and exiting the damping flow channel can be increased, and the flow time of the gas in the flow channel can be increased, thereby increasing the adjustable range of damping to a certain extent, and further improving the damping adjustment performance of the automobile shock absorbing bushing.

[0019] In one embodiment of the present invention, a first damping hole and a second damping hole are respectively provided at two ends of the flow channel along its length direction.

[0020] The beneficial effect of such a setting is as follows: by respectively arranging the first damping hole and the second damping hole at both ends of the flow channel along its own length direction, at least part of the gas will flow between the first damping hole at the first end, the flow channel and the second damping hole at the second end; because the distance between the first damping hole and the second damping hole is relatively long, this part of the gas can obtain a relatively long flow path and flow time in the damping flow channel, thereby further enhancing the damping effect generated by the gas.

[0021] In one embodiment of the present invention, the first damping hole and / or the second damping hole is a circular hole structure, and the diameter of the first damping hole and / or the second damping hole is 0.3-3.0 mm.

[0022] The beneficial effect of such arrangement is that the first damping hole and the second damping hole are arranged as a circular hole structure, so that the forming process of the first damping hole and the second damping hole on the main spring can be facilitated. At the same time, the cross-sectional diameters of the first damping hole and the second damping hole are limited to 0.3 to 3.0 mm, so that the damping adjustment requirements of the automobile shock-absorbing bushing in most conventional vehicle operation processes can be better matched.

[0023] In one embodiment of the present invention, the cross section of the flow channel is a circular cross section, and the diameter of the flow channel is 0.3-3.0 mm.

[0024] The beneficial effects of such arrangement are as follows: such arrangement not only facilitates the forming process of the flow channel on the main spring and simplifies the forming process, but also the gas flowing in the flow channel with a circular cross-section can obtain a relatively stable flow rate, which is beneficial to the stability of the gas damping adjustment.

[0025] In one embodiment of the present invention, the first damping hole and / or the second damping hole is a variable cross-section hole structure.

[0026] The beneficial effect of such a setting is as follows: by setting the first damping hole and the second damping hole as a variable cross-section hole structure, the damping effect generated when the gas flows through the first damping hole and the second damping hole can be further increased, thereby further increasing the overall damping effect of the damping flow channel, so as to better adjust and control the elastic deformation speed of the main spring.

[0027] In one embodiment of the present invention, a limiter is disposed inside the sealed air cavity to limit the maximum deformation of the main spring.

[0028] The beneficial effect of such a setting is as follows: by arranging a limiter in the sealed air cavity, 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, the sealed air cavity includes a first sealed air cavity and a second sealed air cavity, the limiting member includes a first limiting member and a second limiting member, the first limiting member is arranged in the first sealed air cavity, and the second limiting member is arranged in the second sealed air cavity.

[0030] The beneficial effect of such arrangement is that in the entire circumferential direction of the main spring, the first limiting member or the second limiting member can limit the deformation of the main spring in the radial direction, thereby improving the limiting effect on the deformation of the main spring.

[0031] In one embodiment of the present invention, the main spring includes a middle cylindrical portion and a first sealing portion and a second sealing portion respectively arranged at both ends of the cylindrical portion, the first sealing portion and the second sealing portion are both sealed and connected to the outer tube of the bushing, and the first limit member and the second limit member are both clamped between the first sealing portion and the second sealing portion.

[0032] The beneficial effect of such arrangement: with such arrangement, the first limiter and the second limiter can not only limit the maximum deformation of the main spring in the radial direction, but also simultaneously limit the deformation of the main spring in the axial direction, thereby facilitating the control of the deformation in the axial direction during the stress deformation of the main spring, and ensuring the stability of the deformation of the main spring in the axial direction. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] 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.

[0034] 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;

[0035] Figure 2 It is a top view schematic diagram of an automobile shock-absorbing bushing in one embodiment of the present invention;

[0036] Figure 3 It is a schematic axial section diagram of an automobile shock-absorbing bushing according to the present invention in one embodiment;

[0037] Figure 4 It is a transverse cross-sectional schematic diagram of an automobile shock-absorbing bushing of the present invention in one embodiment;

[0038] Figure 5 The position of the damping channel unit on the main spring of the automobile shock absorbing bushing in one embodiment of the present invention is intended;

[0039] Figure 6 Figure 5 A partial enlarged view of the middle A area;

[0040] Figure 7 It is a schematic diagram of the partial structure of the damping flow channel unit on the first sealing part in one embodiment of the automobile shock absorbing bushing of the present invention;

[0041] Figure 8 Figure 7 A partial enlarged view of the middle A area;

[0042] Fig. 9 It is an axial cross-sectional schematic diagram of a vehicle shock-absorbing bushing according to the present invention, in which a limiting member is arranged in a sealed air cavity in one embodiment;

[0043] Fig.10 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;

[0044] Fig.11 It is an exploded schematic diagram of the main parts of the automobile shock-absorbing bushing in one embodiment of the present invention;

[0045] Fig.12 The figure is a transverse cross-sectional schematic diagram of a vehicle shock-absorbing bushing in one embodiment of the present invention in which a limiting member is arranged in a sealed air cavity.

[0046] Component number description:

[0047] 100. Automobile shock-absorbing bushing; 10. Main spring; 11. Center hole; 12. Cylinder body; 121. First stopper; 122. Second stopper; 13. First sealing part; 14. Second sealing part; 20. Bushing inner tube; 30. Inner frame; 40. Bushing outer tube; 50. Sealed air cavity; 51. First sealed air cavity; 52. Second sealed air cavity; 60. Damping channel; 61. Damping channel unit; 611. Flow channel; 6111. First end; 6112. Second end; 612. First damping hole; 613. Second damping hole; 70. Limiting member; 71. First limiting member; 72. Second limiting member. DETAILED DESCRIPTION

[0048] 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.

[0049] 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.

[0050] 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.

[0051] See also Figures 1 to 12The present invention provides an automobile shock absorbing bushing 100, which is provided with a sealed air cavity 50 and a damping channel 611, through which gas can enter and exit the sealed air cavity 50 to adjust the deformation speed of the main spring 10. In this way, the damping generated by the gas in the damping channel 60 can replace the damping generated by the hydraulic oil in the complex hydraulic channel, so it is not necessary to process the complex hydraulic channel on the automobile shock absorbing bushing 100, thereby reducing the difficulty of the production process, simplifying the processing steps, and thus reducing the processing and production cost of the automobile shock absorbing bushing 100.

[0052] See also Figure 1 and Fig.11 The automobile shock-absorbing bushing 100 provided by the present invention comprises: a main spring 10, a bushing inner tube 20, an inner frame 30 and a bushing outer tube 40.

[0053] See also Figure 3 and Fig. 9 , the main spring 10 is made of vulcanized rubber. The main spring 10 includes a cylindrical portion 12 and a first sealing portion 13 and a second sealing portion 14 connected at both ends of the cylindrical portion 12, and the first sealing portion 13 and the second sealing portion 14 are arranged roughly symmetrically. The diameters of the first sealing portion 13 and the second sealing portion 14 are both larger than the diameter of the cylindrical portion 12. A center hole 11 is arranged at the center of the main spring 10, and the axial direction of the center hole 11 is consistent with the height direction of the main spring 10. The bushing inner tube 20 passes through the center hole 11 and is fixedly connected to the center hole 11. There can be various fixed connection methods, such as fixing by sealing adhesive bonding, thermoplastic molding, etc. Optionally, in this embodiment, the bushing inner tube 20 is fixedly connected to the center hole 11 through a vulcanization process.

[0054] The inner frame 30 is embedded in the main spring 10. The material of the inner frame 30 is a material with a certain supporting hardness such as steel or aluminum. The shape of the inner frame 30 matches the shape of the main spring 10, that is, the inner frame 30 is embedded in the barrel portion 12, the first sealing portion 13 and the second sealing portion 14. The inner frame 30 can support the barrel portion 12, the first sealing portion 13 and the second sealing portion 14 of the main spring 10, thereby achieving support for the entire main spring 10. Please refer to Figure 3 and Fig.10The outer tube 40 of the bushing is a cylindrical structure with openings at the top and bottom. The outer tube 40 of the bushing is made of any metal material that meets the performance requirements, such as steel or aluminum. The outer tube 40 of the bushing is sleeved on the outside of the main spring 10. The first sealing portion 13 and the second sealing portion 14 are respectively fitted with the inner wall of the outer tube 40 of the bushing to form a sealed connection. A sealed air cavity 50 is formed between the first sealing portion 13, the barrel portion 12, the second sealing portion 14 and the outer tube 40 of the bushing. In other embodiments, the sealed air cavity 50 can also be formed only on the main spring 10, such as formed on the barrel portion 12, the first sealing portion 13 or the second sealing portion 14, as long as it is ensured that the sealed air cavity 50 can be compressed and deformed when the inner tube 20 of the bushing is subjected to radial external force. It should be noted that the number of the sealed air cavity 50 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.

[0055] See also Figures 1 to 3 , a damping channel 60 is provided on the main spring 10, and the damping channel 60 connects the sealed air cavity 50 and the external air source, so that gas can enter and exit the sealed air cavity 50 to adjust the deformation speed of the main spring 10. The damping channel 60 is not limited to the location on the main spring 10, for example, it can be provided on the first sealing portion 13, the second sealing portion 14 or the barrel portion 12, etc., as long as it can connect the sealed air cavity 50 and the external air source. It should be noted that when the sealed air cavity 50 is formed between the bushing outer tube 40 and the main spring 10, in one embodiment, the damping channel 60 can also be provided on the bushing outer tube 40; in another embodiment, the damping channel 60 can also be partially provided on the main spring 10 and partially provided on the bushing outer tube 40. The damping channel 60 can have a variety of structural forms, for example, it can be a straight hole section structure, a plurality of straight hole section structures, a straight hole section structure and a curved pipe section combination structure, etc., and the actual design needs to be determined according to the damping adjustment requirements of the automobile shock absorbing bushing 100.

[0056] The external gas source may be the external atmosphere, that is, the gas entering and exiting the sealed gas cavity 50 is the external atmosphere. The external gas source may also be gas provided by an external separate gas supply system, which may provide any gas that meets the damping requirements, such as inert gas, nitrogen, carbon dioxide, etc.

[0057] By setting the sealed air cavity 50 and the damping channel 60, the damping generated in the damping channel 60 when the gas enters and exits the sealed air cavity 50 can be used to replace the damping generated by the hydraulic oil in the complex hydraulic flow channel. Therefore, it is not necessary to process complex hydraulic circulation on the automobile shock-absorbing bushing 100, thereby reducing the difficulty of the production process, simplifying the processing steps, and thus reducing the processing and production costs of the automobile shock-absorbing bushing 100. At the same time, since the gas does not require a very high gas pressure in the sealed air cavity 50, compared with the operation scheme of high-pressure oil in the hydraulic flow channel, this scheme is more conducive to improving the overall dynamic stiffness performance of the automobile shock-absorbing bushing 100, reducing the abnormal noise and other problems existing inside the automobile shock-absorbing bushing 100, thereby improving the comfort of the shock-absorbing bushing for vehicle vibration regulation.

[0058] Although there are many options for the external air source, considering the use cost, preferably, in one embodiment of the present invention, the external air source is the external atmosphere, and the sealed air cavity 50 is connected to the external atmosphere through the damping channel 60. In this way, during the use of the automobile shock absorbing bushing 100, there is no need to set up a separate air supply system, and gas can be directly obtained from the atmosphere to adjust the deformation speed of the main spring 10, so the structure is simpler and the use cost is lower.

[0059] Under the premise of satisfying the damping adjustment requirements of the main spring 10, the location of the sealed air cavity 50 is not specifically limited, but preferably, refer to Figure 3 In one embodiment of the present invention, a sealed air cavity 50 is formed between the main spring 10 and the outer tube 40 of the bushing. Specifically, the sealed air cavity 50 is a cavity structure formed by the first sealing portion 13, the second sealing portion 14, the cylindrical portion 12 and the outer tube 40 of the bushing. The sealed air cavity 50 can be an integral cavity structure connected along the circumference of the main spring 10, or a plurality of cavity structures arranged at intervals along the circumference of the main spring 10, specifically to meet the damping adjustment requirements of the automobile shock absorbing bushing 100. By arranging the sealed air cavity 50 between the main spring 10 and the outer tube 40 of the bushing, there is no need to make major changes to the structure of the main spring 10, and the original hydraulic main spring structure can be used. Therefore, the design and development costs of the automobile shock absorbing bushing 100 can be saved. At the same time, since one side wall of the sealed air cavity 50 is the bushing outer tube 40, which is a hard material structure, this position will not deform when the main spring 10 is deformed, which can be more conducive to controlling the compression deformation of the sealed air cavity 50 and improving the control sensitivity of the deformation speed of the main spring 10.

[0060] When the sealed air cavity 50 is formed between the main spring 10 and the bushing outer tube 40, the damping channel 60 can be set in the main spring 10, or in the bushing outer tube 40, or part of the damping channel 60 is set in the main spring 10, and part of the damping channel 60 is set in the bushing outer tube 40. The actual design is related to various factors such as production process and processing cost. However, preferably, please refer to Figure 3 In one embodiment of the present invention, the damping channel 60 is provided in the main spring 10. The damping channel 60 may be provided in the first sealing portion 13, or in the second sealing portion 14, or may be partially provided in the first sealing portion 13 and partially provided in the second sealing portion 14. By providing the damping channel 60 in the main spring 10, it is easier to form damping channels 60 of various shapes and structures on the main spring 10 made of rubber material than processing the damping channel 60 on the bushing outer tube 40 made of metal material, which is conducive to optimizing the structure of the damping channel 60 so that it can better meet the requirements for adjusting the deformation speed of the main spring 10. At the same time, better damping effect can be obtained when the gas flows through the damping channel 60 made of rubber material.

[0061] See also Figure 3 and Figure 4 In one embodiment of the present invention, the sealed air cavity 50 includes a first sealed air cavity 51 and a second sealed air cavity 52 arranged along the circumferential direction of the main spring 10. The first sealed air cavity 51 and the second sealed air cavity 52 can be cavity structures of the same size and shape, or cavity structures of different sizes and shapes. In order to facilitate the manufacturing and processing of the first sealed air cavity 51 and the second sealed air cavity 52, preferably, in this embodiment, the first sealed air cavity 51 and the second sealed air cavity 52 have the same size and shape, and are roughly symmetrically arranged on both sides along the circumferential direction of the main spring 10. Please refer to Figure 5 , the damping channel 60 includes at least two groups of damping channel units 61, wherein at least one group of damping channel units 61 connects the internal and external air sources of the first sealed air cavity 51, and at least another group of damping channel units 61 connects the internal and external air sources of the second sealed air cavity 52. ​​It should be noted that in the actual use of the automobile shock-absorbing bushing 100, the specific orientation of the first sealed air cavity 51 and the second sealed air cavity 52 needs to be determined according to the force direction at the installation position, as long as it is ensured that when the inner tube 20 of the bushing is subjected to radial external force, the corresponding sealed air cavity 50 can always be deformed by force to produce a corresponding damping effect. By arranging the first sealed air cavity 51 and the second sealed air cavity 52 in the circumferential direction of the main spring 10, such an arrangement can, on the one hand, meet the force requirements of the main spring 10 in the radial direction, and achieve a better damping effect. On the other hand, the entire sealed air cavity 50 is divided into a first sealed air cavity 51 and a second sealed air cavity 52. ​​This can also facilitate the pressure adjustment in the sealed air cavity 50 when the main spring 10 is deformed, thereby better controlling the deformation speed of the main spring 10 and improving the sensitivity of the damping adjustment of the automobile shock absorbing bushing 100.

[0062] See also Figure 3In one embodiment of the present invention, at least one group of damping channel units 61 is respectively provided at both ends of the first sealed air cavity 51 along the axial direction of the main spring 10, that is, at least one group of damping channel units 61 is provided on each of the first sealing portion 13 and the second sealing portion 14. For example, one group of damping channel units 61 may be respectively provided on the first sealing portion 13 and the second sealing portion 14, or two or more groups of damping channel units 61 may be respectively provided. The specific number of damping channel units 61 provided on the first sealing portion 13 and the second sealing portion 14 needs to be determined according to the requirements of the damping adjustment performance. Optionally, in this embodiment, one group of damping channel units 61 is respectively provided at both ends of the first sealed air cavity 51, that is, one group of damping channel units 61 is respectively provided on the first sealing portion 13 and the second sealing portion 14.

[0063] In another embodiment, at least one set of damping channel units 61 may be respectively provided at both ends of the second sealed air cavity 52 along the axial direction of the main spring 10. Figure 3 As shown, a group of damping channel units 61 may be provided at both ends of the first sealed air cavity 51 and the second sealed air cavity 52 along the axial direction of the main spring 10, that is, a group of damping channel units 61 are provided at both ends of the first sealed air cavity 51, and a group of damping channel units 61 are provided at both ends of the second sealed air cavity 52. ​​By providing a group of damping channel units 61 at both ends of the first sealed air cavity 51 and / or the second sealed air cavity 52, when the first sealed air cavity 51 or the second sealed air cavity 52 is deformed, gas can enter and exit both on the first sealing portion 13 and the second sealing portion 14, thereby increasing the gas entry and exit speed, which is not only conducive to increasing the deformation speed of the main spring 10, but also can obtain gas damping effect in both directions, so that a better damping effect can be obtained.

[0064] See also Figures 5 to 8 In one embodiment of the present invention, the damping channel unit 61 includes a flow channel 611, a first damping hole 612 and a second damping hole 613, and the flow channel 611 connects the first damping hole 612 and the second damping hole 613. The number of the first damping hole 612 and the second damping hole 613 is not limited, and can be one or more, and the number of the first damping hole 612 and the second damping hole 613 can be equal or unequal. The flow channel 611 can be a straight pipe segment structure, an arc-shaped pipe segment structure, or a combination of a straight pipe segment and an arc-shaped pipe segment. Optionally, in this embodiment, the flow channel 611 is an approximately arc-shaped pipe segment structure, and the flow channel 611 is arranged around the circumference of the main spring 10. Please refer to Figure 7 , the damping channel unit 61 is arranged on the first sealing portion 13, and the flow channel 611 is correspondingly formed inside the first sealing portion 13. Figure 5, a damping channel unit 61 is arranged on the second sealing portion 14 , and a flow channel 611 is correspondingly formed inside the second sealing portion 14 .

[0065] See also Figure 3 and Figure 4 , a damping channel unit 61 is arranged at both ends of the first sealed air cavity 51, and the first damping hole 612 of the damping channel unit 61 connects the flow channel 611 and the first sealed air cavity 51, that is, one end of the first damping hole 612 faces the inside of the first sealed air cavity 51 and is connected to the first sealed air cavity 51, and the other end of the first damping hole 612 is connected to the flow channel 611; the second damping hole 613 connects the flow channel 611 and an external gas source, such as the external atmosphere, that is, one end of the second damping hole 613 faces the outside of the first sealed air cavity 51, and the other end is connected to the flow channel 611, and then the first sealed air cavity 51 is connected to the external gas source through the flow channel 611, the first damping hole 612 and the second damping hole 613, that is, the gas in and out of the damping flow channel 611 is realized. In other embodiments, the second damping hole 613 may be connected to the flow channel 611 and the interior of the first sealed air cavity 51, and the first damping hole 612 may be connected to the flow channel 611 and the external air source, and the functions and effects of the above embodiments may also be achieved. It should be noted that the structure and connection relationship of the flow channel 611, the first damping hole 612, and the second damping hole 613 of the damping channel unit 61 disposed at both ends of the second sealed air cavity 52 may refer to the structure of the flow channel 611, the first damping hole 612, and the second damping hole 613 in the damping channel unit 61 disposed at both ends of the first sealed air cavity 51, and will not be repeated here.

[0066] By setting the flow channel 611, the first damping hole 612 and the second damping hole 613, the number of turns generated when the gas enters and exits the damping flow channel 611 can be increased, and the flow time of the gas in the flow channel 611 can be increased, so that the adjustable range of damping can be increased to a certain extent, thereby improving the damping adjustment performance of the automobile shock absorbing bushing 100.

[0067] Please continue reading Figures 5 to 8In one embodiment of the present invention, a plurality of first damping holes 612 and a plurality of second damping holes 613 are respectively arranged along the length direction of the flow channel 611. The number of the first damping holes 612 and the second damping holes 613 can be equal or unequal. The arrangement of the plurality of first damping holes 612 and the plurality of second damping holes 613 is not limited. The plurality of first damping holes 612 can be arranged at equal intervals or at unequal intervals. Similarly, the plurality of second damping holes 613 can be arranged at equal intervals or at unequal intervals. Along the length direction of the flow channel, a second damping hole 613 can be interspersed between two first damping holes 612, or a first damping hole 612 can be interspersed between two second damping holes 613; or a plurality of first damping holes 612 can be arranged continuously, and then a second damping hole 613 is interspersed. In the actual design and use process, it needs to be determined according to the vehicle simulation test and the actual vehicle calibration requirements. The first damping holes 612 are marked as A, A1, A2, A3, etc., and the second damping holes 613 are marked as B, B1, B2, B3, etc. Figure 6 and Figure 8 shown.

[0068] Although there is no limitation on the specific number and position of the first damping holes 612 and the second damping holes 613 on the flow channel 611, preferably, refer to Figure 6 and Figure 8In one embodiment of the present invention, the flow channel 611 is provided with a first damping hole 612 and a second damping hole 613 at both ends along its length direction. Specifically, the flow channel 611 includes a first end 6111 and a second end 6112. The first end 6111 may be provided with a first damping hole 612, or two or more first damping holes 612 may be provided. Optionally, in this embodiment, the first end 6111 is provided with a first damping hole 612, marked as A. The second end 6112 may be provided with a second damping hole 613, or two or more second damping holes 613 may be provided. Optionally, in this embodiment, the second end 6112 is provided with a second damping hole 613, marked as B. It should be noted that the flow channel 611 may be provided with a first damping hole 612 only at the first end 6111, and a second damping hole 613 at the second end 6112. Alternatively, other first damping holes 612 and second damping holes 613 may be provided between the first end 6111 and the second end 6112. By providing a first damping hole 612 and a second damping hole 613 at both ends of the flow channel 611 along its length direction, at least part of the gas will flow between the first damping hole 612 at the first end 6111, the flow channel 611, and the second damping hole 613 at the second end 6112. Since the distance between the first damping hole 612 and the second damping hole 613 is relatively long, the gas can obtain a relatively long flow path and flow time in the damping flow channel 611, thereby further enhancing the damping effect generated by the gas.

[0069] The cross-sections of the first damping hole 612 and the second damping hole 613 can be in various shapes, such as circular, elliptical, polygonal, etc. Preferably, see Figure 6 and Figure 8 In one embodiment of the present invention, the first damping hole 612 is a circular hole structure, and the diameter of the first damping hole 612 is any value in the range of 0.3 to 3.0 mm, such as 0.3 mm, 1.0 mm, 2.0 mm or 3.0 mm. The first damping hole 612 is set as a circular hole structure, which can facilitate the molding process of the first damping hole 612. At the same time, the diameter of the first damping hole 612 is limited to 0.3 to 3.0 mm, which can also better match the damping adjustment requirements of the automobile shock absorbing bushing 100 in most conventional vehicle operation processes. In another embodiment, the second damping hole 613 can also be a circular hole structure, and the diameter of the second damping hole 613 is any value in the range of 0.3 to 3.0 mm. This setting can also facilitate the molding process of the second damping hole 613. In other embodiments, the first damping hole 612 and the second damping hole 613 may both be circular hole structures, which can facilitate the molding process of the first damping hole 612 and the second damping hole 613 at the same time.

[0070] See also Figure 6 and Figure 8 In one embodiment of the present invention, the cross section of the flow channel 611 is a circular cross section, and the diameter of the flow channel 611 is any value in the range of 0.3 to 3.0 mm, such as 0.3 mm, 1.0 mm, 2.0 mm or 3.0 mm. This arrangement not only facilitates the molding process of the flow channel 611 on the main spring 10 and simplifies the molding process, but also allows the gas to flow in the flow channel 611 with a circular cross section. A relatively stable flow rate is obtained, which is beneficial to the stability of the gas damping adjustment. It should be noted that when the cross section of the flow channel 611 is a circular cross section, the first damping hole 612 and the second damping hole 613 can be a circular cross section with the same size as the cross section of the flow channel 611, or can be other cross sections with different cross section shapes and sizes from the first damping hole 612 and the second damping hole 613. In this embodiment, this is not limited. Preferably, in this embodiment, the cross section of the flow channel 611, the cross section of the first damping hole 612 and the cross section of the second damping hole 613 are all circular cross sections with the same size. Such a configuration can further facilitate the forming process of the damping channel 611 on the main spring 10, simplify the processing technology, and save processing costs. At the same time, the flow of gas between the first damping hole 612, the channel 611 and the second damping hole 613 can also be smoother and smoother, reducing the fluctuation of the gas flow rate, which is more conducive to the stability of the gas damping adjustment.

[0071] In one embodiment of the present invention, the first damping hole 612 is a variable cross-section hole structure. The variable cross-section hole can have various forms, such as a bell-mouth structure, an inverted bell-mouth structure, etc., as long as the cross-section changes along the extension direction of the first damping hole 612. In another embodiment, the second damping hole 613 can also be a variable cross-section hole structure. In other embodiments, both the first damping hole 612 and the second damping hole 613 can be variable cross-section hole structures. By setting the first damping hole 612 and the second damping hole 613 as variable cross-section hole structures, the damping effect generated when the gas flows through the first damping hole 612 and the second damping hole 613 can be further increased, so that the overall damping effect of the damping channel 611 can be further increased, so as to better adjust and control the elastic deformation speed of the main spring 10.

[0072] Under normal use conditions, the deformation of the main spring 10 usually needs to be controlled to a certain extent, so as to ensure that the main spring 10 can have a better fatigue strength during use. In view of this, optionally, in an embodiment of the present invention, refer to Fig. 9 , Fig.11 and Fig.12A limit member 70 is disposed inside the sealed air cavity 50 to limit the maximum deformation of the main spring 10. The limit member 70 may be fixedly connected to any side wall inside the sealed air cavity 50. For example, the limit member 70 may be disposed on the surface of the main spring 10 on the side facing the bushing outer tube 40, or may be disposed on the inner wall of the bushing outer tube 40 on the side facing the main spring 10. The shape of the limit member 70 may be an arc convex block structure matching the shape of the bushing outer tube 40, or may be 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 10 when the sealed air cavity 50 is compressed and deformed. The material of the limit member 70 may be aluminum or nylon, etc., and the specific material shall be based on the use requirements of the limit member 70. By setting a limiter 70 in the sealed air cavity 50, the maximum deformation of the main spring 10 during use can be limited, and the deformation of the main spring 10 can be controlled within a certain range to reduce the probability of reducing the fatigue life of the main spring 10 due to excessive deformation, thereby increasing the service life of the main spring 10.

[0073] See also Fig. 9 , Fig.11 and Fig.12 In one embodiment of the present invention, the sealed air cavity 50 includes a first sealed air cavity 51 and a second sealed air cavity 52. ​​The stopper 70 includes a first stopper 71 and a second stopper 72, wherein the first stopper 71 is disposed in the first sealed air cavity 51, and the second stopper 72 is disposed in the second sealed air cavity 52. ​​The first stopper 71 and the second stopper 72 may be symmetrically arranged or asymmetrically arranged. Preferably, in order to facilitate the manufacturing and processing of the first stopper 71 and the second stopper 72 and the positioning and installation in the sealed air cavity 50, in this embodiment, the first stopper 71 and the second stopper 72 are symmetrically arranged on the outer periphery of the main spring 10 along the axis of the main spring 10. The fixed position of the first stopper 71 in the first sealed air cavity 51 and the fixed position of the second stopper 72 in the second sealed air cavity 52 are not limited, for example, they may be fixedly connected to the inner wall of the bushing outer tube 40, or they may be fixedly connected to the barrel portion 12 of the main spring 10, and other multiple positions.

[0074] In this example, see Fig.11 and Fig.12 The first stopper 71 and the second stopper 72 are both semicircular ring structures matching the bushing outer tube 40, and the first stopper 71 and the second stopper 72 are both in contact with the inner wall of the bushing outer tube 40. Fig.10 and Fig.12The outer periphery of the cylinder 12 is provided with a first stopper 121 and a second stopper 122 at intervals, and the first stopper 121 and the second stopper 122 both extend from the cylinder 12 to the inner wall side of the bushing outer tube 40 along the radial direction of the main spring 10. One end of the first stopper 71 in the circumferential direction and one end of the second stopper 72 in the circumferential direction are both snap-connected to the first stopper 121, and the other end of the first stopper 71 in the circumferential direction and the other end of the second stopper 72 in the circumferential direction are both snap-connected to the second stopper 122, thereby achieving the first stopper 71 fixed in the first sealed air cavity 51 and the second stopper 72 fixed in the second sealed air cavity 52. A first sealed air cavity 51 is formed between the first stopper 71, the first stopper 121, the second stopper 122 and a part of the main spring 10, and a second sealed air cavity 52 is formed between the second stopper 72, the first stopper 121, the second stopper 122 and another part of the main spring 10. In this way, the first stopper 71 or the second stopper 72 can limit the deformation of the main spring 10 in the radial direction in the entire circumferential direction of the main spring 10, thereby improving the limiting effect on the deformation of the main spring 10.

[0075] See also Fig. 9 In one embodiment of the present invention, along the height direction of the main spring 10, in the first sealed air cavity 51, the two ends of the first limiter 71 in the height direction respectively abut against the first sealing portion 13 and the second sealing portion 14, so that the first limiter 71 is sandwiched between the first sealing portion 13 and the second sealing portion 14, that is, the first limiter 71 forms a supporting effect on both the first sealing portion 13 and the second sealing portion 14 in the height direction. In the second sealed air cavity 52, the two ends of the second limiter 72 in the height direction respectively abut against the first sealing portion 13 and the second sealing portion 14, so that the second limiter 72 is sandwiched between the first sealing portion 13 and the second sealing portion 14, that is, the second limiter 72 forms a supporting effect on both the first sealing portion 13 and the second sealing portion 14 in the height direction. In this way, the first limiter 71 and the second limiter can not only limit the maximum deformation of the main spring 10 in the radial direction, but also limit the deformation of the main spring 10 in the axial direction at the same time, which is beneficial to control the deformation amount in the axial direction during the force deformation of the main spring 10 and ensure the stability of the deformation of the main spring 10 in the axial direction.

[0076] The automobile shock-absorbing bushing of the present invention has a sealed air cavity formed on the main spring or between the main spring and the bushing outer tube, and a damping channel is arranged on the main spring and / or the bushing outer tube, and the damping channel connects the sealed air cavity and an external air source, so that gas can enter and exit the sealed air cavity to adjust the deformation speed of the main spring. In this way, the damping generated by the gas in the damping channel can replace the damping generated by the hydraulic oil in the complex hydraulic flow channel, and only one sealed air cavity and a damping channel need to be processed, so there is no need to process complex hydraulic circulation on the automobile shock-absorbing bushing, thereby reducing the difficulty of the production process, simplifying the processing steps, and thus reducing the processing and production cost of the automobile shock-absorbing bushing. At the same time, since the gas does not need a very high gas pressure in the sealed air cavity, compared with the operation scheme of high-pressure oil in the hydraulic flow channel, this scheme is more conducive to improving the overall dynamic stiffness performance of the automobile shock-absorbing bushing, reducing the problems such as abnormal noise inside the automobile shock-absorbing bushing, and thus improving the comfort of the shock-absorbing bushing for vehicle vibration adjustment. Therefore, the present invention effectively overcomes some practical problems in the prior art and has a high utilization value and use significance.

[0077] 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. A shock absorbing bushing for an automobile, 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 a sealed air cavity is formed on the main spring or between the main spring and the bushing outer tube; Wherein, a damping channel is provided on the main spring and / or the outer tube of the bushing, and the damping channel connects the sealed air cavity and an external air source to allow gas to enter and exit the sealed air cavity to adjust the deformation speed of the main spring.

2. The automobile shock absorbing bushing according to claim 1, characterized in that: The damping channel is arranged on the main spring.

3. The automobile shock absorbing bushing according to claim 1, characterized in that: The sealed air cavity comprises a first sealed air cavity and a second sealed air cavity arranged along the circumferential direction of the main spring, and both the first sealed air cavity and the second sealed air cavity are connected to an external air source through the damping channel.

4. The automobile shock absorbing bushing according to claim 3, characterized in that: The damping channel includes a plurality of damping channel units, and at least one group of damping channel units is respectively provided at two ends of the first sealed air cavity and / or the second sealed air cavity along the axial direction of the main spring.

5. The automobile shock absorbing bushing according to claim 4, characterized in that: The damping channel unit includes a flow channel, a first damping hole and a second damping hole, the flow channel connects the first damping hole and the second damping hole, one of the first damping hole and the second damping hole connects the flow channel and the sealed air cavity, and the other connects the flow channel and the external air source.

6. The automobile shock absorbing bushing according to claim 5, characterized in that: The first damping hole and the second damping hole are respectively arranged at two ends of the flow channel along its length direction.

7. The automobile shock absorbing bushing according to claim 5, characterized in that: The first damping hole and / or the second damping hole is a circular hole structure, and the diameter of the first damping hole and / or the second damping hole is 0.3-3.0 mm.

8. The automobile shock absorbing bushing according to claim 5, characterized in that: The cross section of the flow channel is a circular cross section, and the diameter of the flow channel is 0.3 to 3.0 mm.

9. The automobile shock absorbing bushing according to claim 5, characterized in that: The first damping hole and / or the second damping hole is a variable cross-section hole structure.

10. The automobile shock absorbing bushing according to claim 1, characterized in that: A limiting member is arranged inside the sealed air cavity to limit the maximum deformation of the main spring.

11. The automobile shock absorbing bushing according to claim 10, characterized in that: The sealed air cavity includes a first sealed air cavity and a second sealed air cavity, the limiting member includes a first limiting member and a second limiting member, the first limiting member is arranged in the first sealed air cavity; the second limiting member is arranged in the second sealed air cavity.

12. The automobile shock absorbing bushing according to claim 11, characterized in that: The main spring includes a middle cylindrical portion and a first sealing portion and a second sealing portion respectively arranged at both ends of the cylindrical portion, the first sealing portion and the second sealing portion are both sealed and connected to the outer tube of the bushing, and the first limiting member and the second limiting member are both clamped between the first sealing portion and the second sealing portion.

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