Nylon elastomer bushing for automobile auxiliary frame

Abstract

The utility model provides a nylon elastomer bushing for an automobile subframe, which comprises a shell and a shaft lever, a limit block is fixedly connected on the shell, a first buffer layer is arranged between the limit block and the shaft lever, a second buffer layer is arranged between the limit block and the shell, an extrusion block is arranged in the middle of the shaft lever, and the extrusion block is connected with the shaft lever. A protruding block is arranged at the top end of the extrusion block, the extrusion block makes contact with the first buffer layer and the protruding block does not make contact with the second buffer layer in the non-stress state, and when the extrusion block is stressed, the extrusion block makes contact with the first buffer layer firstly, and then the protruding block makes contact with the second buffer layer. The first buffer layer and the second buffer layer are extruded through the extrusion blocks and the protruding blocks respectively, sectional type energy absorption is achieved, a vehicle can run more smoothly on a bumpy road surface, meanwhile, when the buffer layer is aged, the whole buffer layer does not need to be replaced, the buffer layer can be replaced according to needs, and more resources are saved.

Description

Technical Field

[0001] The utility model relates to the technical field of rubber bushings for automobiles, in particular to a nylon elastomer bushing for an automobile subframe. Background Technique

[0002] When an automobile is running, it receives road surface signal stimulation, and the suspension positioning parameters change, which affects the vehicle handling stability and riding comfort. To solve the above problems of the suspension system, a rubber bushing structure needs to be adopted as the link between the suspension and the body. On the one hand, it avoids the collision interference and even damage between suspension components caused by rigid impact. In addition, as a buffer component, it can absorb ground vibration and improve riding comfort and handling feeling. As residents' requirements for automobiles are getting higher and higher, comfort and controllability are becoming increasingly important. Therefore, the bushing has to withstand greater impacts and can maximize the absorption of shock source energy.

[0003] Existing automobile subframe bushings often have a relatively complex structure and an unclear shock absorption effect. To solve the above problems, after retrieval, it is found that the publication number is CN111457043A, named an automobile subframe bushing. Through the setting of the limiting mechanism, the axial movement distance of the support inner rod in the bushing can be restricted, that is, when the support inner tube moves axially under force, it cannot continue to move after moving a certain distance, thus avoiding the relative detachment of the support inner tube and the rubber body. At the same time, the limiting mechanism is located in the buffer layer, which can give the limiting mechanism the buffer performance of movement. On the premise of ensuring safety and stability during use, the complexity of bushing installation is reduced, and at the same time, the problem of high material cost caused by the use of buffer plates and rubber pads is avoided.

[0004] However, in the above automobile subframe bushing solution, when the vehicle is jolted, the first convex block and the second convex block squeeze the buffer layer. Since the buffer layer has the same material, when the vehicle is driving on a relatively flat road surface, the energy absorption capacity of the buffer layer is excessive, and the buffer layer cannot deform and absorb energy well. When the vehicle is driving on a severely bumpy road surface, the energy absorption capacity of the buffer layer is insufficient, resulting in the vehicle driving unevenly on relatively flat road surfaces and severely bumpy road surfaces; and when the internal buffer layer ages, all the buffer layers need to be replaced, which is a waste of resources. Content of the Utility Model

[0005] The purpose of the utility model is to provide a nylon elastomer bushing for an automobile subframe to solve the problems put forward in the above background technique.

[0006] To achieve the above purpose, the utility model provides the following technical solutions:

[0007] A nylon elastomer bushing for an automobile subframe, comprising a housing and a shaft rod. A limiting block is fixedly connected to the housing. A first buffer block is arranged between the limiting block and the shaft rod. A second buffer layer is arranged between the limiting block and the housing. An extrusion block is arranged in the middle part of the shaft rod. A convex block is arranged at the top of the extrusion block. In the non-loaded state, the extrusion block contacts the first buffer layer, and the convex block does not contact the second buffer layer, and the distance between them is one-fourth of the thickness of the extrusion block.

[0008] Preferably, the material of the first buffer layer is rubber, and the material of the second buffer layer is nylon elastomer.

[0009] Preferably, the shaft rod comprises a supporting inner tube. The material of the supporting inner tube is high-strength aluminum alloy. An auxiliary layer is wrapped outside the supporting inner tube, and the auxiliary layer is made of plastic material.

[0010] Preferably, the extrusion block is integrally formed with the supporting inner tube, and the extrusion block and the supporting inner tube are made of the same material, both being high-strength aluminum alloy.

[0011] Preferably, a window groove is opened in the middle part of the housing. The window groove corresponds to the position of the extrusion block, and the position of the extrusion block can be observed through the window groove. A weight reduction groove is opened on the surface of the housing.

[0012] Preferably, a filter screen is installed on the outer surfaces of the window groove and the weight reduction groove to isolate dust.

[0013] Preferably, the limiting block is located inside the housing, and the limiting block is wrapped in the second buffer layer.

[0014] Preferably, a gap is left between the first buffer layer and the shaft rod.

[0015] Preferably, an upper top cover is arranged at the top of the housing, and a hole through which the shaft rod can pass is opened in the middle of the upper top cover.

[0016] Compared with the prior art, the beneficial effects of the present utility model are:

[0017] The utility model adopts a stepped extrusion block structure. When jolting occurs, the extrusion block first contacts the first buffer layer. After the first buffer layer absorbs part of the energy, the front bump then contacts the second buffer layer. On a flat road surface, only the first buffer layer needs to do work. The first buffer layer is made of rubber, which is relatively soft and has a poor energy absorption effect, but it is sufficient for use on a flat road surface, making the vehicle vibrate less on a flat road surface. The second buffer layer is a nylon elastomer, which is slightly harder but can absorb more energy and is more suitable for use on a bumpy road surface. The first energy absorption material and the second energy absorption material are used in combination, making the vehicle run more smoothly on a relatively flat road surface and a severely bumpy road surface. And if the buffer layer ages, it is not necessary to replace the entire buffer layer, which saves more resources. At the same time, filters are arranged at the window slots and weight reduction slots to prevent dust and impurities from entering the bushing and affecting the up and down movement of the shaft rod, thereby affecting the shock absorption effect of the bushing. Description of the Drawings

[0018] Figure 1 is a schematic diagram of the overall structure of the utility model;

[0019] Figure 2 is a vertical sectional view of the utility model;

[0020] Figure 3 is a horizontal sectional view of the utility model;

[0021] Figure 4 is a top view of the utility model;

[0022] Figure 5 is a schematic diagram of the shaft rod structure of the utility model;

[0023] Figure 6 is a top view of the shaft rod of the utility model;

[0024] In the figure: 1. housing; 2. upper top cover; 3. shaft rod; 4. support inner tube; 5. auxiliary layer; 6. extrusion block; 7. bump; 8. first buffer layer; 9. second buffer layer; 10. limit block; 11. gap; 12. window slot; 13. weight reduction slot; 14. filter. Detailed Implementation Modes

[0025] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present utility model. Embodiment

[0026] Please refer to Figures 1 to 6 , the present utility model provides a technical solution:

[0027] A nylon elastomer bushing for an automotive subframe, comprising a housing 1 and a shaft rod 3. A limiting block 10 is fixedly connected to the housing 1. A first buffer layer 8 is provided between the limiting block 10 and the shaft rod 3, and a second buffer layer 9 is provided between the limiting block 10 and the housing 1. An extrusion block 6 is provided in the middle part of the shaft rod 3, and a convex block 7 is provided at the top of the extrusion block 6. The convex block 7 is integrally formed with the extrusion block 6. In the non-loaded state, the extrusion block 6 contacts the first buffer layer 8, and the convex block 7 does not contact the second buffer layer 9, and the distance between them is one-fourth of the thickness of the extrusion block 6.

[0028] Specifically, the material of the first buffer layer 8 is rubber, and the material of the second buffer layer 9 is nylon elastomer. Rubber is softer than nylon elastomer, making the vehicle run more smoothly on a flat road surface. Nylon can absorb more energy than rubber. The combined use of the first buffer layer 8 and the second buffer layer 9 makes the vehicle run more smoothly on a bumpy road surface.

[0029] Specifically, the shaft rod 3 includes a supporting inner tube 4, the material of the supporting inner tube 4 is high-strength aluminum alloy, and an auxiliary layer 5 is wrapped outside the supporting inner tube 4. The auxiliary layer 5 is made of plastic.

[0030] Specifically, the extrusion block 6 is integrally formed with the supporting inner tube 4. Integral forming has better structural strength. The extrusion block 6 and the supporting inner tube 4 are made of the same material, which is high-strength aluminum alloy. Aluminum alloy has sufficient structural strength and a lighter mass.

[0031] Specifically, a window groove 12 is opened in the middle part of the housing 1, and the position of the window groove 12 corresponds to that of the extrusion block 6. The position of the extrusion block 6 can be observed through the window groove 12. A weight-reducing groove 13 is opened on the surface of the housing 1, and the weight-reducing groove 13 can reduce the overall mass of the bushing.

[0032] Specifically, a filter screen 14 is installed on the outer surfaces of the window groove 12 and the weight-reducing groove 13 to isolate dust and prevent dust from entering the interior and affecting the movement of the shaft rod 3, thereby affecting the damping effect.

[0033] Specifically, the limiting block 10 is located inside the housing 1, and the limiting block 10 is wrapped in the second buffer layer 9. After the shaft rod 3 axially moves a certain distance, the extrusion block 6 presses the first buffer layer 8 above the limiting block 10. When the first buffer layer 8 is pressed until it cannot deform, the extrusion block 6 cannot move further, that is, the movement of the shaft rod 3 is restricted and cannot move further. Since there is a first buffer layer 8 between the extrusion block 6 and the limiting block 10, direct contact between the extrusion block 6 and the limiting block 10 is avoided.

[0034] Specifically, there is a gap 11 between the first buffer layer 8 and the shaft rod 3. The gap 11 can leave a position for the deformation of the first buffer layer 8, so that the energy absorption effect of the first buffer layer 8 is better, thereby improving the shock absorption effect.

[0035] Specifically, a top cover 2 is provided on the top of the housing 1, and a hole through which the shaft rod 3 can pass is opened in the middle of the top cover 2.

[0036] In the present utility model, when the vehicle bumps, the shaft rod 3 moves up and down, the extrusion block 6 extrudes the first buffer layer 8, and the first buffer layer 8 absorbs energy and deforms. If the road is relatively flat, the first buffer layer 8 is sufficient to absorb the energy generated by the bumps. If the road is relatively bumpy, the first buffer layer 8 cannot absorb all the energy, the extrusion block 6 squeezes downward, and its front convex block 7 contacts the second buffer layer 9. The second buffer layer 9 absorbs energy, and at the same time the first buffer layer 8 continues to absorb energy. The first buffer layer 8 and the second buffer layer 9 cooperate to reduce the bump feeling of the vehicle.

[0037] For the present utility model, the parts not described herein can be the same as the prior art, or be well-known technologies or can be implemented by using the prior art, and will not be elaborated herein.

[0038] Although the embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principle and spirit of the present utility model. The scope of the present utility model is defined by the appended claims and their equivalents.

Claims

1. A nylon elastomer bushing for an automotive subframe, comprising a housing (1) and a shaft rod (3), characterized in that: A limiting block (10) is fixedly connected to the housing (1). A first buffer layer (8) is arranged between the limiting block (10) and the shaft rod (3), and a second buffer layer (9) is arranged between the limiting block (10) and the housing (1). An extrusion block (6) is arranged in the middle part of the shaft rod (3), and a convex block (7) is arranged at the top of the extrusion block (6). In the unloaded state, the extrusion block (6) contacts the first buffer layer (8), and the convex block (7) does not contact the second buffer layer (9), and the distance between them is one-fourth of the thickness of the extrusion block (6).

2. The nylon elastomer bushing for an automotive subframe according to claim 1, characterized in that: The first buffer layer (8) is made of rubber, and the second buffer layer (9) is made of nylon elastomer.

3. The nylon elastomer bushing for an automotive subframe according to claim 1, characterized in that: The shaft rod (3) includes a supporting inner tube (4) made of high-strength aluminum alloy. An auxiliary layer (5) made of plastic is wrapped outside the supporting inner tube (4).

4. The nylon elastomer bushing for an automotive subframe according to claim 1, wherein: The extrusion block (6) is integrally formed with the supporting inner tube (4), and the extrusion block (6) and the supporting inner tube (4) are made of the same material, which is high-strength aluminum alloy.

5. The nylon elastomer bushing for an automotive subframe according to claim 1, characterized in that: A window groove (12) is opened in the middle part of the housing (1). The window groove (12) corresponds to the position of the extrusion block (6), and the position of the extrusion block (6) can be observed through the window groove (12). A weight-reducing groove (13) is opened on the surface of the housing (1).

6. The nylon elastomer bushing for an automotive subframe according to claim 5, wherein: A filter screen (14) is installed on the outer surfaces of the window groove (12) and the weight-reducing groove (13) to isolate dust.

7. A nylon elastomer bushing for an automotive subframe according to claim 1, characterized in that: The limiting block (10) is located inside the housing (1), and the limiting block (10) is wrapped in the second buffer layer (9).

8. A nylon elastomer bushing for an automotive subframe according to claim 1, characterized in that: A gap (11) is left between the first buffer layer (8) and the shaft rod (3).

9. The nylon elastomer bushing for an automotive subframe according to claim 1, characterized in that: An upper top cover (2) is arranged at the top of the housing (1), and a hole through which the shaft rod (3) can pass is opened in the middle of the upper top cover (2).

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