A bush structure and a lower swing arm assembly of an automobile

Abstract

The present application relates to the field of automobile accessory equipment, and provide a kind of bush structure and automobile lower swing arm assembly, bush structure includes: bush body, two first damping holes are distributed with interval in the circumferential direction of bush body, first damping hole extends along the axial direction of bush body;The hole wall of first damping hole has arc portion and first convex peak portion, second convex peak portion and third convex peak portion opposite to arc portion, the peak point of second convex peak portion is higher than first convex peak portion and second convex peak portion;When the deflection of bush body in its axial direction is less than or equal to first deflection, second convex peak portion and arc portion are separated;When the deflection of bush body in its axial direction is greater than first deflection and less than or equal to second deflection, second convex peak portion and arc portion are in contact;When the deflection of bush body in its axial direction is greater than second deflection, first convex peak portion, second convex peak portion and third convex peak portion are all in contact with arc portion, and the entire bush structure has better buffering and damping performance for vehicle chassis, improves the controllability and stability of vehicle.

Description

Technical Field

[0001] This invention relates to the field of automotive parts and equipment technology, and in particular to a bushing structure and an automotive lower control arm assembly. Background Technology

[0002] The bushing structure connects the vehicle chassis and the lower control arm. The lower control arm is connected to the wheel axle. The wheel transmits the vibration and impact forces from the ground to the lower control arm. As a bridge connecting the lower control arm and the vehicle chassis, the bushing structure absorbs the vibration energy from the road surface, thereby reducing vehicle bumps and improving the smoothness and comfort of the vehicle ride.

[0003] Since the vehicle chassis mainly bears the vertical impact from the road surface, the existing bushing structure can provide some vibration protection for the chassis in the vertical direction. However, when the road conditions are poor and the vehicle is driving on an uneven road surface, the vibration impact energy of the road surface on the chassis increases sharply. This weakens the cushioning and protection performance of the bushing structure for the chassis, resulting in high vibration and noise levels in the vehicle. This not only affects the driving experience but also reduces the vehicle's handling and stability. Summary of the Invention

[0004] This invention provides a bushing structure and an automotive lower control arm assembly to solve the problem that the existing bushing structure has weak cushioning and shock absorption performance for the vehicle body, which reduces the vehicle's handling and stability.

[0005] In a first aspect, the present invention provides a bushing structure, comprising: a bushing body for fixed connection with a vehicle lower control arm, the bushing body having a through hole for inserting a fixed shaft of a vehicle chassis, and two first damping holes spaced apart circumferentially on the bushing body, the first damping holes extending axially along the bushing body; the hole wall of the first damping hole having an arcuate portion and a first convex peak, a second convex peak, and a third convex peak opposite to the arcuate portion, the peak of the second convex peak being higher than the first convex peak and the second convex peak;

[0006] When the bushing body has an axial deflection less than or equal to the first deflection, the second convex peak and the arc-shaped portion separate.

[0007] When the bushing body has an axial deflection greater than the first deflection and less than or equal to the second deflection, the second convex peak and the arc-shaped portion abut against each other.

[0008] When the bushing body has an axial deflection greater than the second deflection, the first convex peak, the second convex peak, and the third convex peak all abut against the arc-shaped portion.

[0009] Wherein, the first deflection is smaller than the second deflection.

[0010] According to a bushing structure provided by the present invention, two first damping holes are symmetrically arranged along the forward direction of the vehicle.

[0011] According to a bushing structure provided by the present invention, the bushing body is provided with a second damping hole, the second damping hole is located between two first damping holes, the second damping hole has two connected bent sections, the two bent sections are symmetrically arranged along the forward direction of the vehicle, and both bent sections face the hole wall of the through hole.

[0012] When the radial deflection of the bushing body is greater than the third deflection, the ends of the two bent sections abut against each other.

[0013] According to a bushing structure provided by the present invention, there are two second damping holes, and the two second damping holes and the two first damping holes are arranged alternately along the radial direction of the bushing body.

[0014] According to a bushing structure provided by the present invention, two second damping holes are symmetrically arranged along the lateral direction of the vehicle.

[0015] According to a bushing structure provided by the present invention, a bearing bush is further included, wherein the wall of the through hole and the outer wall of the bearing bush are vulcanized together.

[0016] According to a bushing structure provided by the present invention, an outer bushing is further included, the outer bushing being sleeved on the bushing body, the outer bushing having a plurality of vibration damping channels, the plurality of vibration damping channels being equally distributed along the radial direction of the outer bushing.

[0017] According to a bushing structure provided by the present invention, the inner sidewall of the outer bushing is cold-fitted to the outer sidewall of the bushing body.

[0018] According to a bushing structure provided by the present invention, the bushing body is made of a high-damping rubber material.

[0019] Secondly, the present invention also provides an automotive lower control arm assembly, comprising: an automotive lower control arm, a ball pin, a bushing structure, and a bushing structure as described in any of the preceding claims, wherein the ball pin is rotatably mounted on a first end of the automotive lower control arm for connection to a wheel axle, the bushing body is fixedly mounted on a second end of the automotive lower control arm for connection to a fixed shaft of the vehicle chassis, and the bushing structure is fixedly mounted on a third end of the automotive lower control arm.

[0020] The bushing structure and the bushing structure have the same specific structure.

[0021] This invention provides a bushing structure and an automotive lower control arm assembly. The bushing body has two first damping holes spaced circumferentially, extending axially along the bushing body. The bushing body is installed between the automotive lower control arm and the vehicle chassis. When the bushing body's axial deflection is less than or equal to the first deflection, the first damping holes are in a continuous state, and the bushing body has significant flexibility in the vehicle height direction, thereby blocking the vertical vibration transmission between the automotive lower control arm and the vehicle chassis. When the bushing body's axial deflection is greater than the first deflection but less than or equal to the second deflection, the second convex portion and the arc-shaped portion abut against each other, reducing the vertical flexibility of the first damping holes. The overall stiffness is increased, thus forming effective support between the vehicle chassis and the lower control arm, thereby mitigating the vibration impact of the lower control arm on the vehicle chassis in the vertical direction. When the axial deflection of the bushing body is greater than the second deflection, the first, second, and third convex peaks simultaneously abut against the arc-shaped part, further reducing the flexibility of the first damping hole in the vertical direction. The overall stiffness of the bushing body is further increased, thus forming a more stable support between the lower control arm and the vehicle chassis, further mitigating the vibration impact of the lower control arm on the vehicle chassis in the vertical direction. The entire bushing structure has better buffering and shock absorption performance for the vehicle chassis, improving the vehicle's handling and stability. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0023] Figure 1 This is a top view of the bushing structure provided by the present invention.

[0024] Figure 2 This is a side view of the bushing structure provided by the present invention.

[0025] Figure 3 This is one of the structural schematic diagrams of the automotive lower control arm assembly provided by the present invention.

[0026] Figure 4 This is the second structural schematic diagram of the automotive lower control arm assembly provided by the present invention.

[0027] Figure label:

[0028] 1. Bushing structure; 2. Lower control arm of automobile; 3. Ball pin; 4. Bushing structure;

[0029] 11. Bushing body; 111. First vibration damping hole; 1111. Arc-shaped part; 1112. First convex peak part; 1113. Second convex peak part; 1114. Third convex peak part; 112. Second vibration damping hole; 1121. Bending section; 113. Through hole. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0031] The terms "first" and "second" in the specification and claims of this invention may explicitly or implicitly include one or more of those features. In the description of this invention, unless otherwise stated, "a plurality of" means two or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0032] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0033] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0034] The following is combined Figures 1-4 The present invention provides a detailed description of a bushing structure and an automotive lower control arm assembly through specific embodiments and application scenarios.

[0035] like Figure 1 and Figure 2 As shown, the present invention provides a bushing structure 1, including: a bushing body 11. The bushing body 11 is used for fixed connection with a vehicle lower control arm 2. The bushing body 11 has a through hole 113 for inserting a fixed shaft of the vehicle chassis. Two first damping holes 111 are circumferentially spaced on the bushing body 11. The first damping holes 111 extend axially along the bushing body 11. The hole wall of the first damping hole 111 has an arcuate portion 1111 and a first convex peak 1112, a second convex peak 1113, and a third convex peak 1114 opposite to the arcuate portion 1111. The peak of the second convex peak 1113 is higher than that of the first convex peak 1112 and the second convex peak 1113.

[0036] When the bushing body 11 is in a state where its axial deflection is less than or equal to the first deflection, the second convex peak 1113 and the arcuate portion 1111 separate.

[0037] When the bushing body 11 is in a state where its axial deflection is greater than the first deflection and less than or equal to the second deflection, the second convex peak 1113 and the arcuate portion 1111 abut against each other.

[0038] When the bushing body 11 has an axial deflection greater than the second deflection, the first convex peak 1112, the second convex peak 1113 and the third convex peak 1114 all abut against the arc-shaped portion 1111.

[0039] The first deflection is smaller than the second deflection.

[0040] Understandably, such as Figure 1 As shown, the bushing body 11 has two first damping holes 111 arranged radially at intervals. Both first damping holes 111 extend axially along the bushing body 11. When the bushing structure 1 is installed between the vehicle chassis and the lower control arm 2, the extending direction of the first damping holes 111 coincides with the height direction of the vehicle. Figure 1 As shown, the first damping hole 111 is irregularly shaped. The hole wall of the first damping hole 111 has an arc-shaped portion 1111. The arc-shaped portion 1111 extends radially along the bushing body 11. The two ends of the arc-shaped portion 1111 bend towards the interior of the bushing body 11, and the first convex peak 1112 is connected to one of the bends, and the third convex peak 1114 is connected to the other bend. The second convex peak 1113 is located between the first convex peak 1112 and the third convex peak 1114, and the first convex peak 1112, the second convex peak 1113, and the third convex peak 1114 are connected sequentially. Thus, the arc-shaped portion 1111 is respectively arranged opposite to the three convex peaks.

[0041] Optionally, the two first damping holes 111 are symmetrically arranged along the vehicle's forward direction. By using the two first damping holes 111 to simultaneously provide vibration damping protection for the vehicle chassis on both the left and right sides, the balance of force on the vehicle chassis on both sides is ensured.

[0042] Understandably, deflection is used to measure the specific degree of deformation of the bushing body 11 in a certain direction. In this embodiment of the invention, the first deflection is 20% of the limit deflection of the bushing body 11 in the vertical direction. The second deflection is 60% of the limit deflection of the bushing body 11 in the vertical direction. Here, the vertical direction refers to the axial direction of the first vibration damping hole 111 of the bushing body 11 in the installed state, which can also be understood as the height direction of the vehicle.

[0043] When the axial deflection of the bushing body 11 is less than or equal to the first deflection, that is, when the bushing body 11 is subjected to relatively small vibration impacts from the road surface, the arcuate portion 1111 of each first damping hole 111 does not contact the corresponding first convex portion 1112, second convex portion 1113, and third convex portion 1114. At this time, the first damping hole 111 is in a through state, and the bushing body 11 has greater flexibility in the vehicle height direction, thereby blocking the vertical vibration transmission between the lower control arm 2 and the vehicle chassis, and improving the stability of the vehicle chassis.

[0044] When the bushing body 11 has an axial deflection greater than the first deflection and less than or equal to the second deflection, the second convex peak 1113 of each first damping hole 111 abuts against its corresponding arcuate portion 1111. At this time, the flexibility of the first damping hole 111 in the vertical direction is reduced, and the overall stiffness of the bushing body 11 increases, thereby forming an effective support between the vehicle chassis and the lower control arm 2, thereby alleviating the vibration impact of the lower control arm 2 on the vehicle chassis in the vertical direction.

[0045] When the axial deflection of the bushing body 11 is greater than the second deflection, the first convex peak 1112, the second convex peak 1113 and the third convex peak 1114 of each first damping hole 111 simultaneously abut against the corresponding arcuate portion 1111. At this time, the flexibility of the first damping hole 111 in the vertical direction is further reduced, and the overall stiffness of the bushing body 11 is further increased, thereby forming a more stable support between the lower control arm 2 of the vehicle and the chassis, and further mitigating the vibration impact of the lower control arm 2 of the vehicle on the chassis in the vertical direction.

[0046] This invention provides a bushing structure 1. Two first damping holes 111 are circumferentially spaced on the bushing body 11. The first damping holes 111 extend axially along the bushing body 11. The bushing body 11 is installed between the vehicle lower control arm 2 and the vehicle chassis. When the axial deflection of the bushing body 11 is less than or equal to the first deflection, the first damping holes 111 are in a through state, and the bushing body 11 has greater flexibility in the vehicle height direction, thereby blocking the vertical vibration transmission between the vehicle lower control arm 2 and the vehicle chassis. When the axial deflection of the bushing body 11 is greater than the first deflection but less than or equal to the second deflection, the second convex portion 1113 and the arc-shaped portion 1111 abut against each other, reducing the vertical flexibility of the first damping holes 111. The overall stiffness of the bushing increases, thus forming an effective support between the vehicle chassis and the lower control arm 2, thereby mitigating the vibration impact of the lower control arm 2 on the vehicle chassis in the vertical direction. When the axial deflection of the bushing body 11 is greater than the second deflection, the first convex peak 1112, the second convex peak 1113, and the third convex peak 1114 simultaneously abut against the arc-shaped portion 1111, further reducing the flexibility of the first damping hole 111 in the vertical direction. The overall stiffness of the bushing body 11 further increases, thus forming a more stable support between the lower control arm 2 and the vehicle chassis, further mitigating the vibration impact of the lower control arm 2 on the vehicle chassis in the vertical direction. The entire bushing structure 1 has better buffering and shock absorption performance for the vehicle chassis, improving the vehicle's handling and stability.

[0047] Furthermore, in some embodiments, such as Figure 1 As shown, the bushing body 11 is provided with a second damping hole 112. The second damping hole 112 is located between two first damping holes 111. The second damping hole 112 has two connected bent sections 1121. The two bent sections 1121 are arranged symmetrically along the forward direction of the vehicle, and both bent sections 1121 face the wall of the through hole 113.

[0048] When the radial deflection of the bushing body 11 is greater than the third deflection, the two bent sections 1121 abut against each other.

[0049] Specifically, such as Figure 1 As shown, the second damping hole 112 is C-shaped. The second damping hole 112 is divided into two connected bent sections 1121. Each bent section 1121 is L-shaped. In the installed state, the two bent sections 1121 are symmetrically arranged along the vehicle's forward direction, thus forming a C-shaped damping hole 112. Through this design, the bushing body 11 can provide buffering and vibration damping protection for the vehicle chassis in both the longitudinal and lateral directions.

[0050] It should be noted that the third deflection is 40% of the limit deflection of the bushing body 11 in the longitudinal direction of the vehicle. When the radial deflection of the bushing body 11 is less than or equal to the third deflection, the second damping hole 112 is in a through state, and the second damping holes 112 do not contact each other along their circumferential hole walls, so that the bushing body 11 has greater flexibility in the longitudinal and lateral directions of the vehicle, thereby blocking the transmission of vibration in the horizontal direction between the lower control arm 2 and the chassis, and improving the stability of the chassis.

[0051] When the radial deflection of the bushing body 11 is greater than the third deflection, the ends of the two bent sections 1121 abut together, thereby reducing the flexibility of the bushing body 11 in the horizontal direction and increasing the overall stiffness of the bushing body 11 in the horizontal direction. This provides effective support to the vehicle chassis and the lower control arm 2 in the horizontal direction, thereby mitigating the vibration impact of the lower control arm 2 on the vehicle chassis in the horizontal direction.

[0052] With the first damping hole 111 and the second damping hole 112, the bushing body 11 can provide buffer protection for the vehicle chassis in the vertical and horizontal directions, reduce the vibration and noise of the whole vehicle, improve the smoothness of vehicle handling, and enhance the driving experience.

[0053] like Figure 1 As shown, there are two second damping holes 112. The two second damping holes 112 and the two first damping holes 111 are arranged alternately along the radial direction of the bushing body 11 to further ensure that the bushing body 11 can provide buffer protection for the vehicle chassis in both the horizontal and vertical directions, thereby ensuring the stability of the vehicle.

[0054] Preferably, the two second damping holes 112 are symmetrically arranged along the lateral direction of the vehicle. By using the two second damping holes 112 to simultaneously provide vibration damping protection for the vehicle chassis on both the front and rear sides, the balanced force on the vehicle chassis on both the front and rear sides is ensured.

[0055] In some embodiments, the bushing structure 1 further includes a bearing bush. The bearing bush possesses good wear resistance, corrosion resistance, and lubrication properties. The bearing bush may be a hydrophilic super-lubricating bearing bush, such as a polyetheretherketone (PEEK) bearing bush or a polytetrafluoroethylene (PTFE) bearing bush.

[0056] The fixed shaft of the vehicle chassis is inserted into the bearing bush to bear the weight and load of the fixed shaft. At the same time, the smooth surface of the bearing bush ensures a smooth connection between the bushing structure 1 and the fixed shaft, reducing wear and tear on the bushing structure 1. Meanwhile, the bearing bush has a centering function to prevent the fixed shaft from shifting.

[0057] The wall of the through hole 113 and the outer wall of the bearing are vulcanized to improve the reliability of the connection between the bushing body 11 and the bearing.

[0058] In some embodiments, the bushing structure 1 further includes an outer bushing. The outer bushing is fitted onto the bushing body 11. The outer bushing has a plurality of vibration damping channels, which are equally spaced along the radial direction of the outer bushing.

[0059] The outer bushing is fitted over the bushing body 11 and is made of rubber material with excellent vibration damping properties. The outer bushing has multiple vibration damping channels, which are evenly spaced radially along the outer bushing. The diameter and depth of each vibration damping channel are precisely calculated to optimize its vibration damping effect.

[0060] Optionally, the number of vibration damping channels is eight, located in different positions of the outer bushing, forming a uniform vibration damping layout. This design can effectively absorb and disperse the vibrations generated during vehicle operation, thereby reducing the impact force on the bushing body 11 and its connecting components.

[0061] In practical applications, the outer bushing is connected to the bushing body 11 by heat pressing or mechanical fixing to ensure a tight fit between the two. Through the design of vibration damping channels, the buffering performance of the entire bushing structure 1 is improved, significantly reducing the vibration and noise of the entire vehicle and improving the comfort and safety of the vehicle.

[0062] In some embodiments, the inner sidewall of the outer bushing is cold-fitted to the outer sidewall of the bushing body 11 to reduce installation difficulty, avoid damage to the bushing body 11, and enhance the reliability of the connection.

[0063] The bushing body 11 is made of high-damping rubber material. When the bushing body 11 is subjected to external impact load, the bushing body 11 absorbs the vibration energy through the first damping hole 111, the second damping hole 112, and the damping effect of the high-damping material, thereby reducing the vibration capacity, reducing the transmission of vibration, reducing the vibration load on the vehicle chassis, and thus improving the reliability of the transmission between the lower control arm 2 and the vehicle chassis.

[0064] Among them, high-damping materials can be rubber or foam, etc. High-damping materials have a damping effect, which can absorb vibration energy and reduce the transmission of vibration.

[0065] In one specific embodiment, a rough cement pavement smoothness test was conducted on the bushing structure 1 provided by the present invention and the bushing structure in the prior art, and the comparison results are shown in the table below:

[0066]

[0067] For the bushing structure in the prior art, at a lateral acceleration of 0.2g, the difference in side slip angle between the front and rear axles of the vehicle is 0.1483 (deg), and the understeer is 0.7415 (deg / g). For the bushing structure provided in the embodiment of the present invention, at a lateral acceleration of 0.2g, the difference in side slip angle between the front and rear axles of the vehicle is 0.2316 (deg), and the understeer is 1.158 (deg / g), which improves the understeer and significantly reduces the acceleration of the vehicle's center of gravity in the vertical direction, thereby improving the handling stability of the entire vehicle.

[0068] Secondly, such as Figure 3 and Figure 4 As shown, the present invention also provides an automotive lower control arm assembly, comprising: an automotive lower control arm 2, a ball joint 3, a bushing structure 4, and a bushing structure 1 as described above. The ball joint 3 is rotatably mounted on the first end of the automotive lower control arm 2 for connection to a wheel axle. The bushing body 11 is fixedly mounted on the second end of the automotive lower control arm 2 for connection to a fixed shaft of the vehicle chassis. The bushing structure 4 is fixedly mounted on the third end of the automotive lower control arm 2.

[0069] Among them, the bushing structure 4 and the bushing structure 1 have the same specific structure.

[0070] The lower control arm assembly is a crucial component of a vehicle's suspension system, connecting the wheels and the vehicle body. The primary function of the lower control arm 2 is to support the vehicle body, control the wheel's trajectory, and absorb road vibration energy, thereby improving vehicle stability and comfort. The lower control arm assembly is mainly connected to the vehicle chassis via a bushing structure 1 fixed to the lower control arm 2, and its ball joint 3 connects to the wheel axle. The bushing structure 1 absorbs road vibrations, reducing the impact energy received by the vehicle body, thus enhancing vehicle stability and comfort.

[0071] Since the lower control arm assembly of the automobile includes a bushing structure 1, and the specific structure of the bushing structure 1 is as described in the above embodiments, the lower control arm assembly of the automobile in this embodiment includes all the technical solutions of the above embodiments. Therefore, it has at least all the beneficial effects achieved by all the technical solutions of the above embodiments, which will not be described in detail here.

[0072] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A bush structure, characterized by, include: A bushing body is used for fixed connection with a vehicle lower control arm. The bushing body has a through hole for inserting a fixed shaft of the vehicle chassis. Two first damping holes are distributed circumferentially on the bushing body. The first damping holes extend along the axial direction of the bushing body. The hole wall of the first damping hole has an arc-shaped portion and a first convex peak, a second convex peak, and a third convex peak opposite to the arc-shaped portion. The peak of the second convex peak is higher than the first convex peak and the third convex peak. When the bushing body has an axial deflection less than or equal to the first deflection, the second convex peak and the arc-shaped portion separate. When the bushing body has an axial deflection greater than the first deflection and less than or equal to the second deflection, the second convex peak and the arc-shaped portion abut against each other. When the bushing body has an axial deflection greater than the second deflection, the first convex peak, the second convex peak, and the third convex peak all abut against the arc-shaped portion. Wherein, the first deflection is smaller than the second deflection; The bushing body is provided with a second vibration damping hole, which is located between two first vibration damping holes. The second vibration damping hole has two connected bent sections, which are symmetrically arranged along the forward direction of the vehicle, and both bent sections face the hole wall of the through hole. When the radial deflection of the bushing body is greater than the third deflection, the ends of the two bent sections abut against each other.

2. The bush structure according to claim 1, characterized in that, Along the direction of vehicle travel, the two first damping holes are arranged symmetrically.

3. The bushing structure of claim 1, wherein The second damping hole has two holes, and the two second damping holes and the two first damping holes are arranged alternately along the radial direction of the bushing body.

4. The bushing structure according to claim 3, characterized by Along the lateral direction of the vehicle, the two second damping holes are arranged symmetrically.

5. The bushing structure of claim 1, wherein It also includes a bearing bush, wherein the wall of the through hole and the outer wall of the bearing bush are vulcanized together.

6. The bushing structure of claim 1, wherein It also includes an outer bushing, which is fitted onto the bushing body. The outer bushing has multiple vibration damping channels, which are equally spaced along the radial direction of the outer bushing.

7. The bushing structure of claim 6, wherein The inner wall of the outer bushing is cold-fitted to the outer wall of the bushing body.

8. The bushing structure of claim 1, wherein The bushing body is made of high-damping rubber material.

9. A lower swing arm assembly for a vehicle, comprising: include: The lower control arm of an automobile, a ball pin, a bushing structure, and a bushing structure as described in any one of claims 1 to 8, wherein the ball pin is rotatably mounted on the first end of the lower control arm of the automobile for connecting with a wheel axle, the bushing body is fixedly mounted on the second end of the lower control arm of the automobile for connecting with a fixed shaft of the vehicle chassis, and the bushing structure is fixedly mounted on the third end of the lower control arm of the automobile. The bushing structure and the bushing structure have the same specific structure.

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