Bushing and automobile

Abstract

The utility model discloses a bushing and an automobile, the bushing comprises a first connecting piece with a hollow structure and a second connecting piece nested in the first connecting piece, a flexible buffer structure is arranged between the first connecting piece and the second connecting piece in a first direction, and a rigid support structure is arranged in a second direction. The flexible buffering structure arranged in the first direction and the rigid supporting structure arranged in the second direction are utilized, and the rigid supporting structure is movably connected with the outer wall face of the second connecting piece and the inner wall face of the first connecting piece, so that buffering of the second connecting piece and the first connecting piece through the flexible buffering structure in the first direction is not affected; according to the automobile lining, the buffering performance in the first direction and the rigidity in the second direction can be achieved, and when the automobile lining is applied to an automobile, the controllability of the automobile can be improved while good smoothness is achieved.

Description

Technical Field

[0001] This utility model relates to the field of automobile chassis systems, and more particularly to a bushing that can be applied to automobiles. Background Technology

[0002] The car chassis is the main load-bearing structure of a vehicle. Through a precise framework of brackets, beams, and crossbeams, it distributes weight and ensures the car remains stable during driving. It not only supports the engine and its various components and assemblies but also shapes the overall form of the car. The car chassis includes the subframe, which is the structural component connecting the wheel-end suspensions to the frame.

[0003] Taking the rear subframe of the chassis as an example, when the rear axle subframe is connected to the chassis frame, rubber bushings are usually used between the rear axle subframe and the chassis frame to improve ride comfort and NVH (noise, vibration, and harshness) isolation. Figures 1 to 4 As shown, this type of rubber soft bushing consists of an outer tube 1', rubber 2', and an inner tube 3'. Rubber 2' is vulcanized on the inner tube 3' and the outer tube 1'. The outer tube 1' of the bushing is installed on the steel outer tube of the subframe via an interference fit, and the bushing and the frame are fastened together by bolts 4'. This bushing design has a problem of non-decoupling of lateral and longitudinal stiffness. In vehicles with a five-link independent rear axle suspension, after meeting the ride comfort requirements, the lack of decoupling of the bushing's lateral and longitudinal stiffness results in poor handling response.

[0004] Therefore, existing rubber soft bushings cannot simultaneously achieve both smoothness and handling. Utility Model Content

[0005] The purpose of this invention is to solve the above-mentioned defects of existing rubber soft bushings and to provide a bushing that can be applied to automobiles.

[0006] Firstly, this utility model provides a bushing, which includes a hollow first connecting member and a second connecting member nested within the first connecting member. In the first direction, which can be understood as the length direction of the vehicle, a first cavity is formed between the outer wall surface of the second connecting member and the inner wall surface of the first connecting member. A flexible buffer structure is disposed within the first cavity, and the flexible buffer structure is fixedly connected to the outer wall surface of the second connecting member and the inner wall surface of the first connecting member. The flexible buffer structure allows the bushing to have good buffering performance in the first direction, ensuring the smoothness of the vehicle when applied to it.

[0007] Furthermore, in the bushing provided by this utility model, in the second direction perpendicular to the first direction, which can be understood as the width direction of the car, a second cavity is formed between the outer wall surface of the second connector and the inner wall surface of the first connector. A rigid support structure is provided in the second cavity. The rigid support structure is movably connected to the outer wall surface of the second connector and the inner wall surface of the first connector, respectively. The rigid support structure can provide rigid support in the second direction between the second connector and the first connector. Since the rigid support structure is movably connected to the outer wall surface of the second connector and the inner wall surface of the first connector, while providing rigid support in the second direction between the second connector and the first connector, the rigid support structure will not affect the buffering of the second connector and the first connector in the first direction using a flexible buffer structure.

[0008] When this type of bushing is applied to automobiles, it utilizes a flexible buffer structure in the first direction and a rigid support structure in the second direction to achieve both buffering performance in the first direction and rigidity in the second direction. This allows the automobile to maintain good ride comfort while significantly improving its handling.

[0009] Secondly, this utility model also provides an automobile that uses the bushing with the above-mentioned structure and connects it between the frame and the subframe. Based on the characteristics of the bushing with the above-mentioned structure, if the automobile uses the bushing with the above-mentioned structure, it can greatly improve its handling while taking into account good smoothness. Attached Figure Description

[0010] Figure 1 This is a three-dimensional structural diagram of a bushing in the prior art;

[0011] Figure 2 This is a three-dimensional structural diagram of the outer tube in the bushing in the prior art;

[0012] Figure 3 This is a schematic diagram of the three-dimensional structure of the rubber in the bushing in the prior art;

[0013] Figure 4 This is a three-dimensional structural diagram of the inner tube in a bushing in the prior art;

[0014] Figure 5 A top view of the bushing provided in an embodiment of the present utility model;

[0015] Figure 6 A three-dimensional structural schematic diagram of the bushing provided in an embodiment of this utility model;

[0016] Figure 7 for Figure 6 Schematic diagram of AA section;

[0017] Figure 8A schematic diagram illustrating the connection between the bushing and the frame and subframe provided in this embodiment of the utility model;

[0018] Figure 9 This is a schematic diagram of the connection between the bushing and the subframe provided in an embodiment of the present utility model;

[0019] Figure 10 This is a schematic diagram of the connection between the bushing and the frame provided in an embodiment of the present invention.

[0020] Explanation of reference numerals in prior art drawings:

[0021] 1′ Outer tube; 2′ Rubber; 3′ Inner tube; 4′ Bolt;

[0022] Explanation of reference numerals in the accompanying drawings of this utility model:

[0023] 100, First connector; 110, First cavity; 120, Second cavity; 101, First direction; 102, Second direction; 200, Second connector; 300, Flexible buffer structure; 310, Deformation hole; 400, Rigid support structure; 410, Raceway; 420, Ball bearing; 500, Fastener; 510, Limiting plate; 600, Frame; 700, Subframe. Detailed Implementation

[0024] Subframe rubber bushings are key components connecting the subframe to the chassis (or body). Primarily made of rubber, they possess elasticity and damping properties. As a connector, the bushing ensures a stable connection between the subframe and chassis. Through their elasticity and damping characteristics, rubber bushings effectively attenuate vibrations transmitted from the engine, transmission system, and road surface to the vehicle body, reducing fatigue damage caused by frequent vibrations and thus improving NVH performance. NVH performance refers to the performance in terms of noise, vibration, and harshness.

[0025] Taking the connection between the rear axle subframe and the frame as an example, the bushing connecting the rear axle subframe and the frame is usually called the subframe bushing or suspension bushing. It is located at the connection between the rear axle subframe and the frame and plays the roles of connection, buffering and vibration reduction.

[0026] Taking a five-link independent suspension as an example, the bushings, acting as connecting components, ensure a stable connection between the five-link independent suspension and the vehicle frame, enabling the vehicle to maintain a stable driving posture. However, these bushings are typically made of rubber or other elastic materials. While they can effectively absorb and disperse impacts and vibrations from the road surface, protecting the vehicle structure from damage, they do not provide adequate rigid support during lateral maneuvers such as cornering, affecting the vehicle's handling. This results in current vehicles being unable to simultaneously achieve good ride comfort and handling. For example, in models with high ride comfort requirements, the stiffness of the subframe soft bushings in five-link suspensions commonly used in pure electric vehicles is generally in the range of 400–700 N / mm, and the lateral stiffness is in the range of 4000–7000 N / mm. This is significantly different from the radial stiffness range of 15000–25000 N / mm for the suspension arm bushings, thus reducing the lateral stiffness of the suspension and becoming a major challenge in improving the handling performance of five-link suspensions.

[0027] Therefore, this utility model provides a bushing, which includes a hollow first connector and a second connector nested within the first connector. A flexible buffer structure is provided between the first connector and the second connector in a first direction, and a rigid support structure is provided in a second direction. By utilizing the flexible buffer structure in the first direction and the rigid support structure in the second direction, and because the rigid support structure is movably connected to the outer wall of the second connector and the inner wall of the first connector, the buffering effect of the flexible buffer structure between the second connector and the first connector in the first direction is not affected. This allows the bushing to achieve both buffering performance in the first direction and rigidity in the second direction. When applied to automobiles, this allows the automobile to achieve both good ride comfort and handling.

[0028] It is important to understand that the first direction can be understood as the length of the car, and the second direction can be understood as the width of the car.

[0029] To more clearly illustrate the bushing for automobiles provided by this utility model, a detailed description is provided below with reference to the accompanying drawings.

[0030] First, let's introduce the bushing. Please refer to [link / reference]. Figure 5 and Figure 6 , Figure 5 This is a top view of the bushing provided in an embodiment of the present utility model. Figure 6This is a three-dimensional structural diagram of the bushing provided in an embodiment of the present utility model. In the first direction 101, a first cavity 110 is formed between the outer wall surface of the second connector 200 and the inner wall surface of the first connector 100. A flexible buffer structure 300 is provided in the first cavity 110. The flexible buffer structure 300 is fixedly connected to the outer wall surface of the second connector 200 and the inner wall surface of the first connector 100. The flexible buffer structure 300 can make the bushing have good buffering performance in the first direction 101, and can ensure the smoothness of the car when applied to automobiles.

[0031] In the second direction 102, a second cavity 120 is formed between the outer wall surface of the second connector 200 and the inner wall surface of the first connector 100. A rigid support structure 400 is provided in the second cavity 120. The rigid support structure 400 is movably connected to the outer wall surface of the second connector 200 and the inner wall surface of the first connector 100, respectively. The rigid support structure 400 can provide rigid support in the second direction 102 between the second connector 200 and the first connector 100. Since the rigid support structure 400 is movably connected to the outer wall surface of the second connector 200 and the inner wall surface of the first connector 100, while providing rigid support in the second direction 102 between the second connector 200 and the first connector 100, it does not affect the buffering of the second connector 200 and the first connector 100 in the first direction 101 by the flexible buffer structure 300. When this bushing is applied to automobiles, the flexible buffer structure 300 set on the first direction 101 and the rigid support structure 400 set on the second direction 102 can be used to achieve both the buffer performance on the first direction 101 and the rigidity on the second direction 102. This allows the automobile to not only have good ride comfort but also greatly improve its handling.

[0032] The structure of the first connector 100 and the second connector 200 is not limited. In one feasible embodiment, the first connector 100 is configured as a tubular structure, and the shape of the second connector 200 is adapted to the shape of the first connector 100. For example, the first connector 100 and the second connector 200 can be configured as a square tubular structure, or the first connector 100 and the second connector 200 can be configured as a circular tubular structure.

[0033] Taking a square tubular structure as an example, the diameter of the second connector 200 is smaller than that of the first connector 100. During assembly, the second connector 200 is fitted onto the first connector 100. Since the diameter of the second connector 200 is smaller than that of the first connector 100, there is a gap between the outer wall surface of the second connector 200 and the inner wall surface of the first connector 100. At this time, the gap between the outer wall surface of the second connector 200 and the inner wall surface of the first connector 100 in the first direction 101 can be understood as the first cavity 110, and the gap between the outer wall surface of the second connector 200 and the inner wall surface of the first connector 100 in the second direction 102 can be understood as the second cavity 120.

[0034] The materials of the first connector 100 and the second connector 200 are not limited, and can be materials with good rigidity, such as steel.

[0035] Regarding the structure and configuration of the flexible buffer structure 300:

[0036] The flexible buffer structure 300 is a structure capable of absorbing, dispersing, or dissipating impact energy, characterized by sufficient flexibility and deformability. In this specific application scenario, the flexible buffer structure 300 is fixed between the outer wall surface of the second connector 200 and the inner wall surface of the first connector 100, forming a buffering area in the first direction 101.

[0037] When in use, when the bushing is subjected to external impact or vibration from the first direction 101 (e.g., sudden braking or acceleration), the flexible buffer structure 300 will use its flexibility and deformation capability to absorb this energy, effectively reducing the direct impact or vibration on the connector and its connected components, thereby ensuring the ride comfort of the vehicle.

[0038] The structure of the flexible buffer structure 300 is not limited. For example, the flexible buffer structure 300 can be set as various flexible buffer structures such as rubber parts and sponge.

[0039] In one feasible implementation, such as Figures 5 to 7 As shown, the flexible buffer structure 300 can be configured as a rubber component. When the flexible buffer structure 300 is assembled into the first cavity 110, the rubber component can be vulcanized between the outer wall surface of the second connector 200 and the inner wall surface of the first connector 100.

[0040] Furthermore, since the outer wall surface of the second connector 200 has two outer wall surfaces in the first direction 101, the first connector 100 also has two inner wall surfaces in the first direction 101. Therefore, two first cavities 110 will be formed between the outer wall surface of the second connector 200 and the inner wall surface of the first connector 100.

[0041] The shape of the flexible buffer structure 300 is not limited; for example, it can be strip-shaped, square, etc.

[0042] In one feasible implementation, the flexible buffer structure 300 is in the shape of “)(” in the plane containing the first direction 101 and the second direction 102 (viewed from the top view of the bushing); and the flexible buffer structure 300 has a deformable hole 310 extending along the length direction of the second connector 200. By configuring it with this structure, the buffering performance of the flexible buffer structure 300 can be improved.

[0043] Based on this, when the flexible buffer structure 300 is disposed between the outer wall surface of the second connector 200 and the inner wall surface of the first connector 100:

[0044] In one feasible implementation, the flexible buffer structure 300 can be disposed in one of the first cavities 110, that is, the flexible buffer structure 300 can be disposed between a side wall of the second connector 200 in the first direction 101 and the corresponding inner wall surface of the first connector 100. If the flexible buffer structure 300 is made of rubber, the rubber can be vulcanized on a side wall of the second connector 200 in the first direction 101 and the corresponding inner wall surface of the first connector 100.

[0045] In this embodiment, one sidewall of the second connector 200 in the first direction 101 can be the sidewall of the second connector 200 near the front end of the vehicle or the sidewall near the rear end of the vehicle; this embodiment does not make it unique.

[0046] In another feasible implementation, both first cavities 110 are provided with flexible buffer structures 300, that is, flexible buffer structures 300 are provided between the two side walls of the second connector 200 in the first direction 101 and the corresponding inner wall surfaces of the first connector 100. If the flexible buffer structure 300 is made of rubber, the rubber can be vulcanized on the two side walls of the second connector 200 in the first direction 101 and the corresponding inner wall surfaces of the first connector 100.

[0047] Regarding the structure and installation method of the rigid support structure 400:

[0048] The rigid support structure 400 is a structure that provides stable support and resists deformation. During use, when the bushing is subjected to external forces or loads from the second direction 102, the rigid support structure 400 can resist deformation and remain stable, thereby providing effective support between the first connector 100 and the second connector 200. Simultaneously, due to its movable connection with the connectors, the rigid support structure 400 can achieve its stiffness support function in the second direction 102 without affecting the buffering performance of the flexible buffer structure 300 in the first direction 101.

[0049] The structure of the rigid support structure 400 is not limited. For example, the rigid support structure 400 can be configured as a ball bearing 420, a slider, or other movable rigid support structure 400.

[0050] In one feasible implementation, please refer to Figure 7 , Figure 7 for Figure 6 A schematic diagram of the AA section; the rigid support structure 400 can be configured as a ball bearing 420. When the ball bearing 420 is assembled in the second cavity 120, multiple balls bearing 420 can be configured. Multiple balls bearing 420 can provide better rigid support for the first connector 100 and the second connector 200.

[0051] Furthermore, when multiple balls 420 are provided, in order to ensure that the multiple balls 420 are arranged more regularly and to prevent the balls 420 from falling to the bottom of the first connector 100 and the second connector 200, the present invention forms a raceway 410 on the outer wall surface of the second connector 200 and / or the inner wall surface of the first connector 100, and embeds the balls 420 in the raceway 410.

[0052] Regarding the arrangement of the raceway 410, in one feasible implementation, the raceway 410 can be provided only on one of the outer wall surfaces of the second connector 200 and the inner wall surface of the first connector 100 (this arrangement is not shown in the figure). For example, the raceway 410 can be provided on the outer wall surface of the second connector 200, and the ball bearing 420 can be embedded within the raceway 410 on the outer wall surface of the second connector 200. In this case, the ball bearing 420 is directly and rotatably connected to the inner wall surface of the first connector 100. Alternatively, the raceway 410 can be provided on the inner wall surface of the first connector 100, and the ball bearing 420 can be embedded within the raceway 410 on the inner wall surface of the first connector 100. In this case, the ball bearing 420 is directly and rotatably connected to the outer wall surface of the second connector 200.

[0053] In another feasible implementation, the outer wall surface of the second connector 200 and the inner wall surface of the first connector 100 are provided with corresponding raceways 410. The raceways 410 on the two walls have the same depth, direction and size, and the two opposite raceways 410 just wrap around the ball 420.

[0054] In both of the above embodiments, the outer wall surface of the second connector 200 on each side in the second direction 102 can be rolledly connected to the inner wall surface of the first connector 100 through the ball bearing 420, thereby enabling relative movement. The ball bearing 420 can also provide rigid support for the first connector 100 and the second connector 200 in the second direction 102.

[0055] It should be understood that the structure of the ball bearing 420 is not limited, and it can be made of various types of ball bearing 420, such as steel balls with good rigidity and ceramic balls.

[0056] This utility model does not impose a unique requirement on the extension direction and number of raceways 410. There can be multiple raceways 410, such as 4, 5, 6, etc., and each raceway 410 can be provided with multiple balls 420, such as 5, 6, 10, etc.

[0057] In one feasible implementation, in the length direction of the second connector 200, a plurality of raceways 410 are spaced apart on the outer wall surface of the second connector 200 along the length direction of the second connector 200, and each raceway 410 extends along the first direction 101, and a plurality of balls 420 are embedded in each raceway 410.

[0058] In another possible implementation, in the width direction of the second connector 200, a plurality of raceways 410 are spaced apart on the outer wall surface of the second connector 200 along the width direction of the second connector 200, and each raceway 410 extends along the height direction of the second connector 200, and a plurality of balls 420 are embedded in each raceway 410.

[0059] In another possible implementation, the rigid support structure 400 may be configured as a slider (not shown in the figure). When the slider is assembled in the second cavity 120, multiple sliders may be provided, and multiple sliders may provide better rigid support for the first connector 100 and the second connector 200.

[0060] Furthermore, when multiple sliders are provided, in order to ensure that the multiple sliders are arranged more regularly and to prevent the sliders from falling to the bottom of the first connector 100 and the second connector 200, the present invention forms a slide rail on the outer wall surface of the second connector 200 and / or the inner wall surface of the first connector 100, and embeds the slider in the slide rail.

[0061] Regarding the arrangement of the slide rails, in one feasible implementation, the slide rail can be provided on only one of the outer wall surface of the second connector 200 and the inner wall surface of the first connector 100. For example, a slide rail can be provided on the outer wall surface of the second connector 200, and the slider is embedded in the slide rail on the outer wall surface of the second connector 200. In this case, the slider is directly slidably connected to the inner wall surface of the first connector 100. Alternatively, a slide rail can be provided on the inner wall surface of the first connector 100, and the slider is embedded in the slide rail on the inner wall surface of the first connector 100. In this case, the slider is directly slidably connected to the outer wall surface of the second connector 200.

[0062] In another feasible implementation, corresponding slides are provided on the outer wall surface of the second connector 200 and the inner wall surface of the first connector 100. The slides on the two walls have the same depth, direction and size, and the two opposite slides just wrap around the slider.

[0063] In both of the above embodiments, the outer wall surface of the second connector 200 on each side in the second direction 102 can be slidably connected to the inner wall surface of the first connector 100 through the slider, thereby enabling relative movement. The slider can also provide rigid support for the first connector 100 and the second connector 200 in the second direction 102.

[0064] Furthermore, in order to better connect the bushing provided by this utility model to the frame 600, the second connector 200 has a through hole extending along its length direction, and a fastener 500 is connected in the through hole, and the fastener 500 is provided with a limiting plate 510; from the length direction of the second connector 200, the limiting plate 510 covers the first connector 100 and the second connector 200.

[0065] Fastener 500 can be a bolt. After the second connector 200 and the first connector 100 are assembled, the bolt passes through one end of the through hole and is connected to the frame 600. The outer wall of the first connector 100 can be directly welded to the subframe 700.

[0066] Furthermore, in order to better connect the bushing provided by this utility model to the subframe 700, the outer wall surface of the first connector 100 may also be provided with a sleeve made of a weldable material, such as a steel sleeve, and the sleeve is used to weld and fix it to the subframe 700.

[0067] This utility model also provides an automobile; please refer to [link / reference]. Figures 8 to 10 , Figure 8 This is a schematic diagram of the connection between the bushing and the frame and subframe provided in an embodiment of the present invention. Figure 9 This is a schematic diagram of the connection between the bushing and the subframe provided in an embodiment of the present invention. Figure 10 This is a schematic diagram of the connection between the bushing and the vehicle frame provided in an embodiment of the present invention. The vehicle includes a vehicle frame 600 and a subframe 700, as well as the bushing with the above-described structure, the bushing being connected between the vehicle frame 600 and the subframe 700.

[0068] It should be understood that in this utility model, the car frame is also called the main beam or axle, which is the base of the car. It is generally composed of two longitudinal beams and several transverse beams, which are riveted or welded to form a sturdy rigid frame.

[0069] The subframe of a car, also known as the sub-frame or subchassis, is a support structure that holds the front and rear axles and suspension. It connects the axles and suspension to the main frame or body through it. The main function of the subframe is to isolate vibrations and noise, reducing their direct entry into the passenger compartment, thereby improving ride comfort.

[0070] The subframe 700 in this utility model can be either a front axle subframe or a rear axle subframe; this utility model does not make it the only requirement.

[0071] When the bushing is fitted between the frame 600 and the subframe 700, a bolt can be passed through one end of the through hole of the second connector 200 and connected to the frame 600, while the steel sleeve on the outer wall of the first connector 100 is welded to the subframe 700. Based on the characteristics of the bushing structure described above, if a car adopts a bushing with the above structure, the handling and ride comfort of the car can be greatly improved.

[0072] The present invention provides a bushing for use in automobiles, which will be further explained using a new energy vehicle as an example:

[0073] Existing new energy vehicles typically employ a five-link independent suspension to optimize battery placement space. However, this suspension design has an inherent problem: longitudinal and lateral operating conditions cannot be decoupled. This means that while meeting lateral operating requirements (i.e., good handling and quick rear axle response), the suspension's longitudinal flexibility is very low, resulting in poor ride comfort. To improve this, existing technologies typically use a soft-connecting bushing structure between the subframe 700 and the frame 600, and increase the suspension's longitudinal flexibility through a low-stiffness design in the longitudinal direction (the length of the vehicle), thereby improving ride comfort. However, this bushing structure cannot decouple the longitudinal (length of the vehicle) and lateral (width of the vehicle) directions. In the design, if ride comfort is guaranteed, lateral comfort cannot be guaranteed; conversely, if ride comfort is guaranteed, lateral ride comfort cannot be guaranteed, resulting in a trade-off between ride comfort and ride comfort.

[0074] Through the innovative bushing structure design described above, this utility model provides excellent longitudinal (length direction) cushioning performance of the flexible buffer structure 300 on the first direction 101 when driving on uneven roads. In lateral conditions, the rigid support structure 400 on the second direction 102 provides lateral (width direction) support, helping to improve the vehicle's response speed under lateral conditions. This significantly enhances handling while ensuring vehicle comfort. This solves the problem of the coupling between comfort and handling in existing technologies.

[0075] The above description illustrates the implementation of this utility model through specific embodiments. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. Although the description of this utility model is presented in conjunction with preferred embodiments, this does not mean that the features of this utility model are limited to this embodiment. On the contrary, the purpose of describing the utility model in conjunction with the embodiments is to cover other options or modifications that may be derived based on the claims of this utility model. To provide a deep understanding of this utility model, many specific details are included in the above description. This utility model may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of this utility model, some specific details will be omitted in the description. It should be noted that, without conflict, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0076] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0077] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the utility model product is usually placed in during use. They are only for the convenience of describing the utility model and simplifying the description, and do not 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 the utility model.

[0078] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0079] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" 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 embodiment based on the specific circumstances.

Claims

1. A bushing, characterized in that, The bushing includes a hollow first connector and a second connector nested within the first connector; wherein... In a first direction, a first cavity is formed between the outer wall surface of the second connector and the inner wall surface of the first connector. A flexible buffer structure is provided in the first cavity, and the flexible buffer structure is fixedly connected to the outer wall surface of the second connector and the inner wall surface of the first connector. In a second direction perpendicular to the first direction, a second cavity is formed between the outer wall surface of the second connector and the inner wall surface of the first connector. A rigid support structure is provided in the second cavity, and the rigid support structure is movably connected to the outer wall surface of the second connector and the inner wall surface of the first connector, respectively.

2. The bushing as described in claim 1, characterized in that, The outer wall surface of the second connector and / or the inner wall surface of the first connector are formed with raceways, and the rigid support structure includes balls embedded in the raceways.

3. The bushing as described in claim 2, characterized in that, The raceway is provided in multiple ways, and in the length direction of the second connector, the multiple raceways are spaced apart on the outer wall surface of the second connector along the length direction of the second connector, and each raceway extends along the first direction, and each raceway is embedded with multiple balls.

4. The bushing as described in claim 2, characterized in that, The second connector has a raceway formed on each of its outer walls in the second direction, and the second connector is rolled to the corresponding inner wall of the first connector via the ball bearings on each of its outer walls in the second direction.

5. The bushing as described in claim 1, characterized in that, The flexible buffer structure is fixedly connected between the outer wall surface of the second connector on each side in the first direction and the corresponding inner wall surface of the first connector; The flexible buffer structure is configured as a rubber component, and the rubber component is vulcanized between the outer wall surface of the second connector and the inner wall surface of the first connector. The first connector is configured as a tubular structure, and the shape of the second connector is adapted to that of the first connector.

6. The bushing as claimed in claim 1, characterized in that, On the plane containing the first direction and the second direction, the flexible buffer structure is in the shape of ""; and the flexible buffer structure has a deformable hole extending along the length direction of the second connector.

7. The bushing as claimed in claim 1, characterized in that, The second connector has a through hole extending along its length, and a fastener is connected in the through hole, and the fastener is provided with a limiting plate. Viewed along the length of the second connector, the limiting plate covers both the first connector and the second connector.

8. The bushing as claimed in claim 1, characterized in that, The outer wall surface of the second connector and / or the inner wall surface of the first connector are formed with a slide rail, and the rigid support structure includes a slider embedded in the slide rail.

9. An automobile, comprising a frame and a subframe; characterized in that, The vehicle also includes a bushing as described in any one of claims 1 to 8, the bushing being connected between the vehicle frame and the subframe.

10. The automobile as described in claim 9, characterized in that, The first direction is the length direction of the vehicle, the second direction is the width direction of the vehicle, and the first connector is fixedly connected to the subframe, and the second connector is fixedly connected to the frame.

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