Automobile lining with damping function

Abstract

The utility model belongs to the technical field of automobile parts, and discloses an automobile bushing with a damping function, which comprises an outer support sleeve and an inner bushing positioned in the outer support sleeve, and a buffer structure is arranged outside the outer support sleeve; the buffering structure comprises eight limiting plates which are mounted outside the external supporting sleeve and are equally divided into two groups, and four limiting sleeves which are mounted on the top surface and the bottom of the external supporting sleeve and are equally divided into two groups, and in the aspect of longitudinal buffering, when a vehicle encounters longitudinal bumping, the movable plate moves under the limitation of the limiting sleeves, so that the vehicle is prevented from moving; the second buffer springs are extruded or stretched, partial energy is absorbed and direct impact on vehicle parts is reduced by means of elastic deformation of the second buffer springs, and meanwhile, in the aspect of transverse buffering, when a vehicle is subjected to transverse acting force, the vertical plates slide in the limiting plates, the first buffer springs deform, transverse buffering is achieved, and vibration and impact are effectively reduced.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, and in particular to an automotive bushing with shock absorption function. Background Technology

[0002] As an important component of key parts such as the car suspension system, automotive bushings play a crucial role in vehicle performance. Traditional automotive bushings are mostly made of simple rubber material and have a basic structural design. In daily use, when the vehicle is driving on bumpy roads, the impact force on the wheels will be transmitted to the body through the suspension system.

[0003] In the process of realizing this invention, the inventors discovered at least the following problems in the prior art: Currently, a large number of automotive bushings are made of rubber. Rubber is a highly elastic polymer with unique properties. When a vehicle is in motion, if an uneven road surface causes an impact, or if the suspension system transmits force, the automotive bushing will be subjected to these external forces. At this time, the rubber bushing can absorb some energy by its own elastic deformation, reduce the impact on connected components, and play a certain buffering role. However, its drawbacks become apparent when facing complex impact conditions. For example, when a vehicle passes over a speed bump at high speed, it will generate an instantaneous high-intensity impact. When driving on rugged mountain roads, it will encounter continuous vibrations with different frequencies and amplitudes. In these situations, the single shock absorption performance of the rubber bushing is difficult to comprehensively cope with various impacts and cannot meet the requirements of the bushing shock absorption performance of the vehicle in complex driving environments.

[0004] Therefore, the aforementioned technical problems need to be solved. Utility Model Content

[0005] In order to overcome the shortcomings of the existing technology, the basic technical solution proposed by this utility model is: a car bushing with shock absorption function, including an outer support sleeve and an inner bushing located inside the outer support sleeve, wherein a buffer structure is provided on the outside of the outer support sleeve;

[0006] The buffer structure includes eight limiting plates, each divided into two groups, installed on the outside of the outer support sleeve, and four limiting sleeves, each divided into two groups, installed on the top and bottom surfaces of the outer support sleeve, as well as a movable plate slidably connected to the inner wall of the limiting sleeve. Two sets of first buffer springs and second buffer springs are installed on the outside of the outer support sleeve.

[0007] Preferably, the inner walls of the two sets of limiting plates are slidably connected with vertical plates, and the front sides of the two sets of first buffer springs are fixedly connected to the back sides of the vertical plates.

[0008] Preferably, the ends of the two sets of second buffer springs furthest from the external support sleeve are fixedly connected to the inner wall of the movable plate.

[0009] Preferably, the top and bottom of the vertical plate are provided with sliding grooves, and the inner wall of the sliding groove is slidably connected to a horizontal plate.

[0010] Preferably, the outer surfaces of the transverse plate and the movable plate are fixedly connected to the top and bottom of the inner liner, respectively.

[0011] The beneficial effects of this utility model are:

[0012] By adding a buffer structure, in terms of longitudinal buffering, when the vehicle encounters longitudinal bumps, the movable plate moves under the restriction of the limiting sleeve, which compresses or stretches the second buffer spring. Relying on its own elastic deformation, it absorbs some energy and reduces the direct impact on vehicle parts.

[0013] Meanwhile, in terms of lateral buffering, when the car is subjected to lateral force, the vertical plate slides within the limiting plate, and the first buffer spring deforms to achieve lateral buffering. At the same time, the vertical plate is located in the middle of the two lateral plates and is slidably connected to them, which further enhances the lateral buffering effect without affecting the longitudinal buffering, so that the inner bushing can be well buffered when subjected to force in different directions, effectively reducing vibration and impact. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall structure of Embodiment 1 of this utility model. Figure 1 ;

[0015] Figure 2 This is a schematic diagram of the overall structure of the present utility model. Figure 2 ;

[0016] Figure 3 This is a top view of the present invention;

[0017] Figure 4 This is a schematic diagram of the structure of the external support sleeve and inner liner of this utility model.

[0018] Explanation of reference numerals in the attached figures:

[0019] 1. External support sleeve; 2. Inner liner sleeve; 3. Buffer structure; 31. Limiting plate; 32. Restricting sleeve; 33. Movable plate; 34. First buffer spring; 35. Second buffer spring; 36. Vertical plate; 37. Horizontal plate. Detailed Implementation

[0020] The following will be combined with the appendix Figure 1 To be continued Figure 4The technical solutions in the embodiments of this utility model are clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this utility model.

[0021] It should be noted that, in the embodiments of this utility model, the directions shown in the accompanying drawings shall prevail, such as front and back. Figure 1 For the sake of accuracy, the specific details should be as follows: Figure 1 The left side is the front. Figure 1 The right side is the rear; at the same time, as Figure 2 As shown, the horizontal direction is roughly defined as left and right, and the vertical direction is defined as up and down. If a specific orientation changes, the directional indication will also change accordingly.

[0022] Example 1

[0023] Please see Figure 1 - Figure 4 As shown, this embodiment provides an automotive bushing with shock absorption function, including an outer support sleeve 1 and an inner bushing 2 located inside the outer support sleeve 1, characterized in that: a buffer structure 3 is provided on the outside of the outer support sleeve 1;

[0024] The buffer structure 3 includes eight limiting plates 31, each divided into two groups, installed on the outside of the outer support sleeve 1, and four limiting sleeves 32, each divided into two groups, installed on the top and bottom surfaces of the outer support sleeve 1, as well as a movable plate 33 slidably connected to the inner wall of the limiting sleeve 32. Two sets of first buffer springs 34 and second buffer springs 35 are installed on the outside of the outer support sleeve 1. The first buffer springs 34 and second buffer springs 36 are each equipped with a hydraulic buffer rod for buffering impact force and reducing excessive spring deformation. It is worth noting that the first buffer springs 34 and second buffer springs 36 cooperate with the hydraulic buffer rods so that when the first springs 34 and second springs 36 are subjected to force, they absorb vibration energy through elastic deformation caused by their own characteristics, while the hydraulic buffer rods provide additional damping effect. Together, they achieve shock absorption and buffering effects.

[0025] This invention addresses the significant shortcomings of commonly used automotive rubber bushings in handling complex impact conditions by adding a buffer structure 3. Firstly, in terms of longitudinal buffering, the movable plate 33 moves under the constraint of the limiting sleeve 32, compressing or stretching the second buffer spring 35. The second buffer spring 35, in conjunction with the hydraulic buffer rod, reduces direct impact on vehicle components, compensating for the inadequacy of the rubber bushing's single shock absorption performance in handling complex longitudinal impacts. Simultaneously, in terms of lateral buffering, when the vehicle is subjected to lateral forces, the vertical plate 36 slides within the limiting plate 31, causing the first buffer spring 34 to deform, achieving lateral buffering. Furthermore, the vertical plate 36 is located in the middle of the two lateral plates 37 and slidably connected to them, further enhancing the lateral buffering effect without affecting longitudinal buffering. This ensures that the inner bushing 2 receives good buffering when subjected to forces in different directions, effectively reducing vibration and impact, and meeting the requirements for bushing shock absorption performance in complex driving environments.

[0026] Example 2

[0027] like Figure 2 - Figure 4 As shown, vertical plates 36 are slidably connected to the inner walls of the two sets of limiting plates 31. The front of the two sets of first buffer springs 34 is fixedly connected to the back of the vertical plates 36. The ends of the two sets of second buffer springs 35 away from the outer support sleeve 1 are fixedly connected to the inner wall of the movable plate 33. Slide grooves are provided at the top and bottom of the vertical plates 36. Horizontal plates 37 are slidably connected to the inner walls of the slide grooves. The outer sides of the horizontal plates 37 and the movable plate 33 are fixedly connected to the top and bottom of the inner liner 2, respectively. The four limiting sleeves 32 are divided into two groups and installed on the top and bottom of the outer support sleeve 1, providing a stable support structure for the movable plate 33. This symmetrical distribution design ensures that the movable plate 33 can maintain a stable movement state under various longitudinal impact conditions without deviation or jamming, thereby ensuring that the second buffer springs 35 work continuously and stably.

[0028] It is worth noting that the cooperation between the limiting sleeve 32 and the movable plate 33 provides a precise guiding path for longitudinal cushioning. When the vehicle is traveling on a bumpy road and longitudinal vibrations occur, the movable plate 33 can only slide up and down on the inner wall of the limiting sleeve 32. This restriction ensures the uniformity and directionality of the force on the second buffer spring 35. Under the compression or stretching of the movable plate 33, the second buffer spring 35 can fully utilize its own elastic deformation characteristics to efficiently absorb vibration energy. Compared with the single elastic cushioning of ordinary rubber bushings, this makes energy absorption more concentrated and effective, greatly reducing the direct transmission of vibration energy to vehicle components and lowering the risk of component damage due to vibration.

[0029] Work steps:

[0030] First, when the vehicle travels on a bumpy road, longitudinal vibrations occur. Under the precise guidance of the limiting sleeve 32, the movable plate 33 can only slide up and down along the inner wall of the limiting sleeve 32. The movement of the movable plate 33 compresses or stretches the second buffer spring 35. The second buffer spring 35 absorbs part of the longitudinal impact energy through elastic deformation and reduces the transmission of vibration energy to vehicle components through the additional damping effect provided by the hydraulic buffer rod. When the vehicle generates lateral forces, the vertical plate 36 slides on the inner wall of the limiting plate 31. The vertical plate 36 compresses the first buffer spring 34, causing it to deform. The first buffer spring 34 absorbs lateral impact energy through elastic deformation and, in conjunction with the hydraulic buffer rod, achieves lateral buffering. During this process, the transverse plates 37 in the top and bottom grooves of the vertical plate 36 move in coordination with the vertical plate 36 to further enhance the lateral buffering effect without affecting the normal operation of the longitudinal buffering mechanism. Finally, through the buffer structure 3, vibrations and impacts in different directions are effectively reduced, meeting the requirements of the bushing damping performance of the vehicle in complex driving environments and ensuring the vehicle's driving stability and component safety.

[0031] Based on the disclosure and teachings of the above specification, those skilled in the art can make changes and modifications to the above embodiments. Therefore, this utility model is not limited to the specific embodiments disclosed and described above, and some modifications and changes to this utility model should also fall within the protection scope of the claims of this utility model. Furthermore, although some specific terms are used in this specification, these terms are only for convenience of explanation and do not constitute any limitation on this utility model.

Claims

1. A car bushing with shock absorption function, comprising an outer support sleeve (1) and an inner bushing (2) located inside the outer support sleeve (1), characterized in that: The outer support sleeve (1) is provided with a buffer structure (3) on its exterior; The buffer structure (3) includes eight limiting plates (31) installed on the outside of the outer support sleeve (1) and divided into two groups, and four limiting sleeves (32) installed on the top and bottom of the outer support sleeve (1) and divided into two groups, and a movable plate (33) slidably connected to the inner wall of the limiting sleeve (32). Two sets of first buffer springs (34) and second buffer springs (35) are installed on the outside of the outer support sleeve (1).

2. The automotive bushing with shock absorption function according to claim 1, characterized in that: The inner walls of the two sets of limiting plates (31) are slidably connected with vertical plates (36), and the front of the two sets of first buffer springs (34) is fixedly connected to the back of the vertical plates (36).

3. The automotive bushing with shock absorption function according to claim 2, characterized in that: The ends of the two sets of second buffer springs (35) away from the outer support sleeve (1) are fixedly connected to the inner wall of the movable plate (33).

4. The automotive bushing with shock absorption function according to claim 3, characterized in that: The top and bottom of the vertical plate (36) are provided with sliding grooves, and the inner wall of the sliding groove is slidably connected to a horizontal plate (37).

5. The automotive bushing with shock absorption function according to claim 4, characterized in that: The outer surfaces of the transverse plate (37) and the movable plate (33) are respectively fixedly connected to the top and bottom of the inner liner (2).

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