Auxiliary frame bushing and vehicle

Abstract

The embodiment of the utility model relates to the technical field of vehicles, and discloses an auxiliary frame bushing and a vehicle. The auxiliary frame bushing comprises an outer sleeve and an inner core located in the outer sleeve, the inner core is provided with at least two pieces of low-damping main spring rubber, the outer sleeve is provided with at least two pieces of high-damping first limiting rubber, and the outer sleeve is provided with at least two pieces of high-damping second limiting rubber; the main spring rubber and the first limiting rubber are both located between the outer sleeve and the inner core, and the main spring rubber and the first limiting rubber are distributed at intervals, so that the auxiliary frame bushing can meet the vibration isolation and noise reduction requirements of a vehicle under different working conditions through the main spring rubber and the first limiting rubber with different damping.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle technology, and in particular to a subframe bushing and a vehicle. Background Art

[0002] The subframe usually carries heavier components such as the powertrain. When the vehicle passes over speed bumps or bumpy roads, the excitation of the road surface will cause the subframe, powertrain and other components to vibrate. The subframe bushing, as a key flexible connection part between the subframe and the vehicle body, can isolate vibrations and effectively improve the comfort of the vehicle.

[0003] During vehicle driving, there are two different states. One is when passing through speed bumps or bumpy roads, with large impact loads and amplitudes. At this time, the subframe bushings need to be able to limit the position as early as possible and provide greater damping to attenuate vibrations. The other is when there is only a small amplitude. At this time, the subframe bushings need to provide lower dynamic stiffness to isolate vibrations and noise.

[0004] However, the rubber structure of traditional subframe bushings cannot achieve both high damping and low dynamic stiffness. Utility Model Content

[0005] In view of this, an embodiment of the present application provides a subframe bushing and a vehicle, so as to achieve the effect of enabling the subframe bushing to simultaneously meet the requirements of high damping and low dynamic stiffness.

[0006] In order to achieve the above-mentioned purpose, the technical solution of the embodiment of the present application is implemented as follows:

[0007] In a first aspect, an embodiment of the present application provides a subframe bushing, comprising an outer shell and an inner core located within the outer shell, wherein at least two low-damping main spring rubbers are provided on the inner core, and at least two high-damping first limit rubbers are provided on the outer shell, wherein the main spring rubbers and the first limit rubbers are both located between the outer shell and the inner core, and the main spring rubbers and the first limit rubbers are distributed in sequence.

[0008] In a possible implementation of the present application, the inner core and the outer sleeve are coaxially arranged.

[0009] In a possible implementation of the present application, a limiting member is provided on the side of the main spring rubber facing away from the inner core, and a limiting portion cooperating with the limiting member is provided on the outer sleeve to limit the position of the inner core in the outer sleeve through the limiting portion and the limiting member.

[0010] In a possible implementation of the present application, the limiting member is a clamping plate, and the limiting portion is a clamping groove adapted to the shape of the clamping plate.

[0011] In a possible implementation of the present application, a weight-reducing groove is provided on at least one end of the limiting member.

[0012] In a possible implementation of the present application, second limiting rubbers with high damping are provided at both ends of the outer sleeve.

[0013] In a possible implementation of the present application, at least one second limiting rubber is correspondingly provided at each end of the main spring rubber and the first limiting rubber.

[0014] In a possible implementation of the present application, a limiting base is further included, the limiting base is located at one end of the outer shell, and the limiting base is detachably connected to the inner core;

[0015] A first mounting hole is provided on the inner core, and a second mounting hole is provided on the limiting base. The second mounting hole is coaxially arranged with the first mounting hole.

[0016] In a possible implementation of the present application, a positioning groove is provided on one of the inner core and the positioning groove, and a positioning column is provided on the other, and the positioning column cooperates with the positioning groove to connect the inner core and the positioning groove.

[0017] In a second aspect, an embodiment of the present application provides a vehicle comprising a vehicle body, a subframe, and at least one subframe bushing according to any one of the first aspects, wherein the subframe bushing is used to connect the subframe and the vehicle body.

[0018] In the subframe bushing and vehicle provided in the embodiment of the present application, the subframe bushing is provided with an inner core and an outer sleeve arranged on the outside of the inner core, the inner core is provided with at least two low-damping main spring rubbers, and the outer sleeve is provided with at least two high-damping first limit rubbers, and the first limit rubbers and the main spring rubbers are arranged at intervals, so that the subframe bushing can meet the vibration isolation and noise reduction needs of the vehicle under different working conditions. Specifically, when the subframe bushing is in a small-amplitude excitation condition without impact, the low-damping main spring rubber works alone to provide lower dynamic stiffness and achieve better vibration isolation and noise reduction effects, while when the subframe is in a condition where it is impacted, the high-damping first limit rubber works to provide greater damping, thereby quickly decaying. By reducing vibration energy, the subframe bushing can meet the use requirements of the vehicle under different working conditions and play a better role in vibration isolation and noise reduction. At the same time, the main spring rubber is set on the inner core, and the first limit rubber is set on the outer shell, so that the subframe bushing can be directly processed using single-rubber vulcanization equipment without the need to use expensive double-rubber equipment, which can effectively reduce processing costs. In addition, the inner core and the outer shell are vulcanized separately. Compared with directly vulcanizing two rubbers with different damping on the same component at the same time, when selecting rubber, there is no need to consider the positive vulcanization time of different rubbers, which makes the optional range of the main spring rubber and the first limit rubber wider and can better adapt to the use requirements of different vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A schematic structural diagram of a subframe bushing provided in an embodiment of the present application;

[0020] Figure 2 An exploded view of a subframe bushing provided in an embodiment of the present application;

[0021] Figure 3 A schematic structural diagram of an inner core in a subframe bushing provided in an embodiment of the present application;

[0022] Figure 4 A schematic structural diagram of a jacket in a subframe bushing provided in an embodiment of the present application;

[0023] Figure 5 This is a schematic structural diagram of the limiting base in the subframe bushing provided in an embodiment of the present application.

[0024] Reference numerals:

[0025] 100-coat;

[0026] 110-first limit rubber;

[0027] 120-second limit rubber;

[0028] 130-limiting part;

[0029] 200-inner core;

[0030] 210-main spring rubber;

[0031] 220-limiting piece;

[0032] 221-weight reduction groove;

[0033] 230-first mounting hole;

[0034] 231- positioning slot;

[0035] 300-limit base;

[0036] 310- positioning column;

[0037] 320-Second mounting hole. DETAILED DESCRIPTION

[0038] To make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the specific technical solutions of the present application will be further described in detail below in conjunction with the drawings in the embodiments of the present application. The following embodiments are used to illustrate the present application but are not intended to limit the scope of the present application.

[0039] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of this application, unless otherwise specified, "multiple" means two or more.

[0040] In addition, in the embodiments of the present application, directional terms such as "up", "down", "left" and "right" are defined relative to the orientation of the components in the drawings. It should be understood that these directional terms are relative concepts. They are used for relative description and clarification, and they may change accordingly according to changes in the orientation of the components in the drawings.

[0041] In the embodiments of the present application, unless otherwise clearly specified and limited, the term "connection" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integrated connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0042] In the embodiments of the present application, the terms "comprises," "comprising," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not preclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0043] In the embodiments of this application, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of this application should not be interpreted as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0044] The present application provides a subframe bushing and a vehicle. The subframe bushing is used to connect the vehicle body and subframe. It should be noted that the vehicle in this application can refer to a large car, a small car, a special-purpose vehicle, etc. For example, based on the vehicle model, the vehicle in this application can be a sedan, an off-road vehicle, a multi-purpose vehicle (MPV), or other vehicle models. A vehicle is generally provided with a body, wheels, a subframe, and other components. The body and subframe are connected by the subframe bushing in this application.

[0045] Among them, the subframe bushing, as a key flexible connection component between the subframe and the body, can isolate vibrations. The subframe with the bushing can provide better comfort and NVH performance (Noise, Vibration, Harshness).

[0046] With the popularity of new energy vehicles, heavy components such as motor systems are usually mounted on the subframe. This means that when the vehicle passes over speed bumps or bumpy roads, the excitation of the road will cause vibration of parts such as the subframe and powertrain. After the vehicle passes over the speed bump, the system consisting of the subframe bushings, subframe, suspension and electric drive system will continue to vibrate until the suspension and bushings completely attenuate the vibration.

[0047] Generally speaking, the vibration attenuation function of subframe bushings is primarily achieved by increasing the damping of the rubber. However, traditional subframe bushings are constructed with a single rubber structure. Increasing the rubber damping significantly increases the subframe bushing's high-frequency dynamic stiffness, leading to increased road noise and motor whistling. Balancing vibration attenuation, road noise suppression, and motor whistling during high-impact conditions such as speed bumps and bumpy roads is a pressing issue for electric vehicles.

[0048] By decomposing the vehicle's operating conditions, it can be found that when aftershocks occur due to large impact loads and large amplitudes, the subframe bushings are required to be able to limit their position as early as possible and provide greater damping to attenuate vibrations at large amplitudes; while at small amplitudes, the subframe bushings are required to provide lower dynamic stiffness to isolate vibrations and noise.

[0049] In order to solve the above problems, an embodiment of the present application provides a subframe bushing and a vehicle, wherein the subframe bushing is provided with an inner core and an outer shell arranged on the outside of the inner core, the inner core is provided with at least two low-damping main spring rubbers, and the outer shell is provided with at least two high-damping first limit rubbers, and the first limit rubbers and the main spring rubbers are arranged in sequence at intervals, so that the subframe bushing can meet the vibration isolation and noise reduction requirements of the vehicle under different working conditions.

[0050] Specifically, when the subframe bushing is in a small-amplitude excitation condition without being impacted, the low-damping main spring rubber works alone to provide lower dynamic stiffness, thereby achieving better vibration isolation and noise reduction. When the subframe is in a condition where it is impacted, the high-damping first limit rubber works to provide greater damping, thereby quickly attenuating vibration energy, so that the subframe bushing can meet the vehicle's usage requirements under different working conditions and play a better role in vibration isolation and noise reduction.

[0051] At the same time, the main spring rubber is arranged on the inner core, and the first limit rubber is arranged on the outer shell, so that the subframe bushing can be directly processed using single-rubber vulcanization equipment without the need for expensive double-rubber equipment, which can effectively reduce processing costs. In addition, the inner core and the outer shell are vulcanized separately. Compared with directly vulcanizing two rubbers with different damping on the same component at the same time, when selecting rubber, there is no need to consider the positive vulcanization time of different rubbers, thereby making the main spring rubber and the first limit rubber have a wider range of options and can better adapt to the use requirements of different vehicles.

[0052] The following specific embodiments describe in detail the technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0053] In some embodiments, see Figure 1 and Figure 2 As shown, the subframe bushing includes an outer shell 100 and an inner core 200 .

[0054] The outer shell 100 is provided with a through-hole extending in the same direction as the outer shell 100. The inner core 200 is located within this through-hole. The inner core 200 also extends in the same direction as the outer shell 100. That is, the outer shell 100, inner core 200, and through-hole all extend along the X-direction. The inner core 200 is provided with at least two low-damping main spring rubbers 210, and the outer shell 100 is provided with at least two high-damping first stop rubbers 110. Both the main spring rubbers 210 and the first stop rubbers 110 are located between the outer shell 100 and the inner core 200, and are spaced apart from each other.

[0055] Among them, the low-damping rubber material in this embodiment refers to a rubber material used in the vehicle field that can provide low dynamic stiffness to reduce small-amplitude vibrations, while the high-damping rubber material refers to a rubber material that can provide high damping to reduce large-amplitude vibrations. The specific rubber materials corresponding to low damping and high damping can be selected according to the use requirements of the vehicle, but the damping of the high-damping first limit rubber must be greater than the damping of the low-damping main spring rubber.

[0056] Exemplarily, two main spring rubbers 210 are provided and are disposed oppositely on the inner core 200 , and two first limiting rubbers 110 are provided and are disposed oppositely on the outer shell 100 .

[0057] It is understandable that the main spring rubber 210 and the first limiting rubber 110 may also be set to other numbers, and their setting positions may also be adjusted according to actual use requirements, which is not limited in this embodiment.

[0058] Among them, the main spring rubber 210 is vulcanized on the inner core 200, and the first limiting rubber 110 is vulcanized on the inner wall of the through hole, that is, the inner core 200 and the outer shell 100 are two separate vulcanized parts respectively. After the processing is completed, the inner core 200 and the outer shell 100 can be assembled together.

[0059] During vehicle driving, if the subframe bushing is in a small-amplitude excitation condition without being impacted, the low-damping main spring rubber 210 works alone to provide lower dynamic stiffness, thereby achieving better vibration isolation and noise reduction. If the subframe is in a condition where it is impacted, the high-damping first limit rubber 110 works to provide greater damping, thereby quickly attenuating vibration energy, so that the subframe bushing can meet the vehicle's usage requirements under different working conditions and play a better role in vibration isolation and noise reduction.

[0060] At the same time, the first limit rubber 110 is vulcanized separately on the outer shell 100, and the main spring rubber 210 is vulcanized separately on the inner core 200. Only one type of rubber needs to be vulcanized on each component, which has at least the following advantages in processing:

[0061] 1. No need to use expensive dual-compound equipment, common single-compound vulcanizing equipment can be used for vulcanization, which reduces production costs;

[0062] 2. During processing, only one rubber is vulcanized, so there is no need to consider the vulcanization time of two different rubber compounds, which allows for greater flexibility in the selection of rubber formula functions and can better adapt to the use requirements of different vehicles;

[0063] 3. The main spring rubber 210 is separately vulcanized on the inner core 200 to form a series of parts, and the first limit rubber 110 is separately vulcanized on the outer shell 100 to form another series of parts. During processing, different series of parts can be formed by selecting different main spring rubbers 210 and first limit rubbers 110. When different inner cores 200 and outer shells 100 are assembled, subframe bushings with different performances can be formed. Therefore, while using the same mounting interface, more varied performance combinations can be provided, thereby better supporting the platform design of the vehicle model. For example, the main spring rubber 210 selects 3 different formulas or structures, and the first limit rubber 110 uses 3 different formulas or structures. When the inner core 200 and outer shell 100 are assembled, there can be 9 different combinations.

[0064] In some embodiments, the inner core 200 is coaxially disposed with the outer shell 100 .

[0065] Specifically, if Figure 2 As shown, the outer shell 100 is set to be cylindrical, the inner core 200 is set to be square columnar, the two main spring rubbers 210 are located on two opposite sides of the inner core 200, and the first rubber is symmetrically arranged on the other two opposite sides of the inner core 200. When the inner core 200 and the outer shell 100 are coaxial, the main spring rubber 210 and the first limit rubber 110 can better isolate vibration and reduce noise when facing different working conditions.

[0066] It is understandable that the inner core 200 and the outer shell 100 may also be arranged non-coaxially, and this embodiment does not limit this.

[0067] In some embodiments, see Figure 3 As shown, a limiting member 220 is provided on the side of the main spring rubber 210 facing away from the inner core 200, and a limiting portion 130 cooperating with the limiting member 220 is provided on the outer sleeve 100 to limit the position of the inner core 200 in the outer sleeve 100 through the limiting portion 130 and the limiting member 220 to prevent the outer sleeve 100 from separating from the inner core 200.

[0068] Specifically, the inner core 200 and the outer shell 100 are connected in a detachable manner. During assembly, as long as the limiting portion 130 is connected to the limiting member 220, an effective connection between the outer shell 100 and the inner core 200 can be achieved, thereby reducing the difficulty of assembling the two.

[0069] Exemplarily, the limiting member 220 is a clamping plate, and the limiting portion 130 is a clamping groove adapted to the shape of the clamping plate.

[0070] Among them, the clamping plate needs to play a limiting role after being inserted into the clamping slot, so the clamping plate needs to have a certain hardness. At this time, the clamping plate can be made of a hard plastic plate, which is low in cost and can also meet the limiting requirements.

[0071] In addition, the surface of the clamping plate facing away from the inner core 200 can be set to an arc shape to adapt to the structure of the outer sleeve 100, which is also conducive to improving the limiting effect.

[0072] See Figure 3 and Figure 4 As shown, the main spring rubber 210 can be set to a trapezoidal structure, that is, its width and length in the X direction gradually decrease in the direction away from the inner core 200, and it is connected to the clip plate by vulcanization at the smallest end. Of course, the width and length of the surface of the clip plate facing the main spring rubber 210 are greater than the length and width of the end surface where the main spring rubber 210 is connected to the clip plate. This can not only save the amount of main spring rubber 210, but also achieve better vibration isolation and noise reduction effects. At the same time, after the clip plate is clipped into the slot, it can effectively limit the position of the inner core 200 in the outer sleeve 100 to prevent the inner core 200 from rotating.

[0073] To match this, the entire card slot is a groove that is recessed in the direction away from the main spring rubber 210. During assembly, the limiter 220 can be pressed into the card slot by pressing, thereby limiting the position of the limiter 220 through the card slot, which can prevent the inner core 200 from separating from the outer sleeve 100 and also prevent the inner core 200 from rotating in the outer sleeve 100.

[0074] In some embodiments, a weight-reducing groove 221 is provided at least at one end of the limiting member 220. The weight-reducing groove 221 can be provided as one or more. The weight-reducing groove 221 can effectively reduce the weight of the limiting member 220, and at the same time, injection molding defects can be prevented. It also makes it easier to clamp the inner core 200 and the outer sleeve 100 when pressing them together, making assembly easier.

[0075] In some embodiments, high-damping second limiting rubbers 120 are provided at both ends of the outer shell 100 . The second limiting rubbers 120 protrude out of the outer shell 100 to assist in vibration isolation and noise reduction.

[0076] The second limiting rubber 120 and the first limiting rubber 110 are preferably made of the same rubber material to reduce processing difficulty.

[0077] In some embodiments, at least one second limiting rubber 120 is provided at each end of the main spring rubber 210 and the first limiting rubber 110 , and there is a gap between adjacent second limiting rubbers 120 , so that the second limiting rubber 120 can be added in the main vibration reduction area to isolate and reduce vibration and noise.

[0078] In some embodiments, see Figure 2 and Figure 5 As shown, the subframe bushing also includes a limiting base 300, which is located at one end of the outer shell 100. The limiting base 300 is detachably connected to the inner core 200. The inner core 200 is provided with a first mounting hole 230, and the limiting base 300 is provided with a second mounting hole 320. The second mounting hole 320 is coaxially arranged with the first mounting hole 230.

[0079] Specifically, the limiting base 300 can be a limiting plate, which can be a stamping part. The limiting base 300 can assist the subframe bushing in being assembled and used on the vehicle, and the first mounting hole 230 and the second mounting hole 320 are coaxial, which is convenient for connecting the vehicle body by bolts. When connecting the vehicle body, the head of the bolt is against the limiting base 300, which can increase the contact area and facilitate the application of a larger tightening force, thereby improving the connection strength between the subframe bushing and the vehicle body. The limiting base 300 and the inner core 200 are detachable, so that the limiting base 300 will not affect the assembly between the inner core 200 and the outer sleeve 100.

[0080] For example, a positioning groove 231 may be provided at one end of the inner core 200 , and a positioning column 310 may be provided on the limiting base 300 , and the positioning column 310 is interference-fitted with the positioning groove 231 .

[0081] Exemplarily, the positioning grooves 231 are located on both sides of the first mounting hole 230 and communicate with the first mounting hole 230 . Adaptively thereto, the positioning posts 310 are located on both sides of the second mounting hole 320 .

[0082] For example, a positioning groove 231 may be provided at one end of the limiting base 300 , and a positioning column 310 may be provided at one end of the inner core 200 , and the positioning column 310 may be interference-fitted with the positioning groove 231 .

[0083] It is understandable that the inner core 200 and the limiting base 300 may also be connected in other ways, as long as the two do not separate during use, and this embodiment does not limit this.

[0084] When assembling the subframe bushing, first press the inner core 200 into the outer sleeve 100, and then press the positioning column 310 into the positioning groove 231. When using the subframe bushing, the outer sleeve 100 of the subframe bushing can be directly connected to the subframe, and then the subframe bushing and the vehicle body can be connected by inserting bolts into the first mounting holes 230 and the second mounting holes 320.

[0085] An embodiment of the present application further provides a vehicle, comprising a vehicle body, a subframe, and at least one subframe bushing according to the above embodiment, wherein the subframe bushing is used to connect the subframe and the vehicle body.

[0086] It is understandable that the structures of the subframe and the vehicle body, and the installation methods of the subframe bushings on the subframe and the vehicle body are well known to those skilled in the art, and will not be described in detail in this embodiment.

[0087] The serial numbers of the embodiments of this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are only preferred embodiments of this application and do not limit the scope of the patent of this application. Any equivalent structure or equivalent process transformation made by using the contents of the description and drawings of this application, or directly or indirectly applied in other related technical fields, are also included in the scope of patent protection of this application.

Claims

1. A subframe bushing, characterized in that: The invention comprises an outer shell (100) and an inner core (200) located in the outer shell (100), wherein at least two low-damping main spring rubbers (210) are provided on the inner core (200), and at least two high-damping first limit rubbers (110) are provided on the outer shell (100), wherein the main spring rubbers (210) and the first limit rubbers (110) are both located between the outer shell (100) and the inner core (200), and the main spring rubbers (210) and the first limit rubbers (110) are distributed in sequence.

2. The subframe bushing according to claim 1, characterized in that: The inner core (200) and the outer shell (100) are coaxially arranged.

3. The subframe bushing according to claim 1, wherein: A limiting member (220) is provided on the side of the main spring rubber (210) facing away from the inner core (200), and a limiting portion (130) cooperating with the limiting member (220) is provided on the outer shell (100), so as to limit the position of the inner core (200) in the outer shell (100) through the limiting portion (130) and the limiting member (220).

4. The subframe bushing according to claim 3, wherein: The limiting member (220) is a clamping plate, and the limiting portion (130) is a clamping groove that matches the shape of the clamping plate.

5. The subframe bushing according to claim 4, wherein: At least one end of the limiting member (220) is provided with a weight-reducing groove (221).

6. The subframe bushing according to claim 3, wherein: High-damping second limiting rubbers (120) are provided at both ends of the outer sleeve (100).

7. The subframe bushing according to claim 6, wherein: At least one of the second limiting rubbers (120) is correspondingly provided at each end of the main spring rubber (210) and the first limiting rubber (110).

8. The subframe bushing according to any one of claims 1 to 7, characterized in that: It also includes a limiting base (300), the limiting base (300) is located at one end of the outer shell (100), and the limiting base (300) is detachably connected to the inner core (200); The inner core (200) is provided with a first mounting hole (230), and the position-limiting base (300) is provided with a second mounting hole (320), wherein the second mounting hole (320) is coaxially arranged with the first mounting hole (230).

9. The subframe bushing according to claim 8, wherein: One of the inner core (200) and the positioning groove (231) is provided with a positioning groove (231), and the other is provided with a positioning column (310), and the positioning column (310) cooperates with the positioning groove (231) to connect the inner core (200) and the positioning groove (231).

10. A vehicle, characterized in that: The vehicle comprises a vehicle body, a subframe and at least one subframe bushing according to any one of claims 1 to 9, wherein the subframe bushing is used to connect the subframe and the vehicle body.

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