Vibration absorber for a subframe, subframe assembly, and vehicle

Abstract

This utility model discloses a vibration absorber for a subframe. Relating to the field of vehicle technology, the vibration absorber includes: a mass block with a first mounting hole extending through it along a first direction, which is the axial direction of the vibration absorber; a clearance opening formed on the outer peripheral wall of the mass block; a vibration-absorbing structure fixed to the mass block, with at least a portion of the structure located within the first mounting hole; and the structure for fasteners to pass through, allowing the vibration absorber to be fixed to the subframe by fasteners. By forming a clearance opening on the outer peripheral wall of the mass block, the gap between the mass block and surrounding components is increased, preventing interference and providing a larger installation allowance for the vibration absorber. This reduces the installation difficulty and improves installation efficiency. The vibration absorber, fixed to the subframe by fasteners, reduces vibration transmission to the subframe, helping to lower in-vehicle noise and vibration levels, reduce the risk of vehicle humming, and improve vehicle comfort.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a vibration absorber for a subframe, a subframe assembly, and a vehicle. Background Technology

[0002] In related technologies, with the rapid development of vehicles, improving vehicle comfort and noise reduction are important aspects of vehicle NVH performance control. However, existing vehicles selectively install vibration absorbers on the subframe based on the overall vehicle NVH characteristics. When vibration absorbers are not installed on the subframe, the vehicle may have the risk of drum noise. Furthermore, the mass block of existing conventional vibration absorbers occupies a large space during installation, which is not conducive to the surrounding arrangement of the vibration absorber. Utility Model Content

[0003] This utility model aims to solve at least one of the technical problems existing in the related art. To this end, one objective of this utility model is to provide a vibration absorber for a subframe that avoids interference between the mass block and surrounding components, facilitates the surrounding arrangement of the vibration absorber, and also helps to reduce in-vehicle noise and vibration levels, reduce the risk of vehicle noise, and improve vehicle comfort.

[0004] This utility model further proposes a subframe assembly with the above-mentioned shock absorber.

[0005] This utility model further proposes a vehicle having the above-mentioned subframe assembly.

[0006] According to an embodiment of the present invention, a vibration absorber for a subframe includes: a mass block having a first mounting hole extending through the mass block in a first direction, the first direction being the axial direction of the vibration absorber, and an clearance opening formed on the outer peripheral wall of the mass block; and a vibration absorption structure fixed to the mass block, with at least a portion of the vibration absorption structure located within the first mounting hole, the vibration absorption structure being used for fasteners to pass through, so that the vibration absorber is fixed to the subframe by fasteners.

[0007] According to an embodiment of the present invention, a vibration absorber for a subframe, by forming a clearance opening on the outer peripheral wall of the mass block, increases the gap between the mass block and surrounding components. This not only avoids interference between the mass block and surrounding components, improving the safety and reliability of the entire vehicle, but also allows for a larger installation allowance when installing the vibration absorber, reducing the installation difficulty and improving the installation efficiency. The vibration-absorbing structure is fixed to the mass block, and at least a portion of the vibration-absorbing structure is located within a first mounting hole. The vibration-absorbing structure allows fasteners to pass through, enabling the vibration absorber to be fixed to the subframe by fasteners. This reduces vibration transmission to the subframe. When the vibration absorber is fixed to the subframe by fasteners, its vibration control effect is fully utilized, helping to reduce in-vehicle noise and vibration levels, reducing the risk of vehicle humming, and improving vehicle comfort.

[0008] According to some embodiments of the present invention, the circumferential extension of the clearance edge mass block is avoided.

[0009] According to some embodiments of the present invention, the clearance opening is annular.

[0010] According to some embodiments of the present invention, the vibration-absorbing structure includes: an outer sleeve, a bushing, and an inner sleeve. The outer sleeve is sleeved on the inner sleeve and spaced apart from the inner sleeve. At least a portion of the bushing is disposed between the outer sleeve and the inner sleeve, and the bushing is fixed to both the outer sleeve and the inner sleeve. The outer sleeve is fixed to a mass block, and the inner sleeve is used for fasteners to pass through.

[0011] According to some embodiments of the present invention, the inner sleeve extends along a first direction, and along the first direction, the inner sleeve has a first end and a second end opposite to each other, the first end extends out of the first mounting hole, and the second end is located in the first mounting hole.

[0012] According to some embodiments of the present invention, the mass block has a third end along the first direction, the third end being located on the side of the second end away from the first end, and the third end and the second end being spaced apart along the first direction.

[0013] According to some embodiments of the present invention, the distance between the third end and the second end along the first direction is H1, which satisfies the relationship: 51mm≤H1≤53mm.

[0014] According to some embodiments of the present invention, the mass block is annular to define the first mounting hole.

[0015] The subframe assembly according to an embodiment of the present utility model includes:

[0016] Subframe;

[0017] The vibration absorber is the same as the vibration absorber in the above embodiment, and the vibration absorber is fixed to the subframe by fasteners.

[0018] The vehicle according to an embodiment of the present invention includes the subframe assembly described in the above embodiments.

[0019] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0020] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0021] Figure 1 This is a schematic diagram of the structure of the vibration absorber according to an embodiment of the present invention;

[0022] Figure 2 This is a cross-sectional view of the vibration absorber according to an embodiment of the present invention;

[0023] Figure 3 This is a top view of the vibration absorber according to an embodiment of the present invention;

[0024] Figure 4 This is a schematic diagram of the assembly of the vibration absorber and the subframe according to an embodiment of the present utility model;

[0025] Figure 5 This is a bottom view of the vibration absorber and subframe after assembly according to an embodiment of the present invention.

[0026] Figure label:

[0027] Vibration absorber 100;

[0028] Mass block 10; First mounting hole 11; Clearance opening 12; Third end 13; Connecting part 14; Clearance part 15;

[0029] Vibration-absorbing structure 20; outer sleeve 21; bushing 22;

[0030] Inner sleeve 23; First end 231; Second end 232;

[0031] Subframe assembly 200; Subframe 201; Subframe front crossbeam 202; Mounting part 203. Detailed Implementation

[0032] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0033] The following is for reference. Figures 1-5 This invention describes a shock absorber 100 for a subframe 201, a subframe assembly 200, and a vehicle according to embodiments of the present invention.

[0034] like Figures 1-5 As shown, the vibration absorber 100 for the subframe 201 according to an embodiment of the present invention includes: a mass block 10, the mass block 10 having a first mounting hole 11 extending through the mass block 10 in a first direction, the first direction being the axial direction of the vibration absorber 100, an clearance opening 12 formed on the outer peripheral wall of the mass block 10, and a vibration absorption structure 20, the vibration absorption structure 20 being fixed to the mass block 10, and at least a portion of the vibration absorption structure 20 being located within the first mounting hole 11, the vibration absorption structure 20 being used for fasteners to pass through, so that the vibration absorber 100 is fixed to the subframe 201 by fasteners.

[0035] Among them, such as Figure 2 As shown, the first direction is Figure 2 The X-direction in the figure refers to the axial direction of the vibration absorber 100. The mass block 10 can be made of metal, which has high strength and rigidity, and can withstand high stress without permanent deformation, ensuring that the mass block 10 maintains its shape stability during long-term vibration. The mass block 10 can provide inertial force, generating reverse vibration through resonance to cancel out the vibration. The mass block 10 has a first mounting hole 11 extending through it along the first direction. The first mounting hole 11 can be circular, and its symmetry makes it easier to position and fix the vibration-absorbing structure 20 when it is installed in the mass block 10. Furthermore, the circular first mounting hole 11 helps to evenly distribute the force on the vibration-absorbing structure 20, reducing stress concentration and improving the durability and stability of the vibration-absorbing structure 20, thereby optimizing the overall vibration absorption performance of the vibration absorber 100. In addition, the circular first mounting hole 11 is relatively simple to machine and can be achieved using conventional machining methods such as drilling and reaming, which helps to reduce the manufacturing cost of the vibration absorber 100 and improve production efficiency.

[0036] The existing conventional vibration absorber's mass block occupies a large space during installation, which is not conducive to the surrounding arrangement of the vibration absorber. By forming a clearance opening 12 on the outer peripheral wall of the mass block 10, it is used to avoid interference between the mass block 10 and surrounding components. The existence of the clearance opening 12 increases the gap between the mass block 10 and surrounding components, which not only avoids interference between the mass block 10 and surrounding components, but also improves the safety and reliability of the entire vehicle. The clearance opening 12 also provides operating space for installation tools or clamps, thereby simplifying the installation process of the mass block 10 and improving the installation efficiency of the vibration absorber 100. The clearance opening 12 can also serve as a positioning or fixing point during the installation process of the mass block 10, making it easier to align or fix the mass block 10 with adjacent components. By rationally designing the shape, size and position of the clearance opening 12, stress can be distributed more evenly on the mass block 10, avoiding structural damage or fatigue damage caused by stress concentration. Furthermore, the existence of the clearance opening 12 can also reduce the weight of the mass block 10, which is beneficial to the lightweight design of the vehicle.

[0037] Furthermore, existing vehicles selectively install vibration dampers on the subframe based on the overall vehicle NVH characteristics. The absence of vibration dampers on the subframe can lead to a risk of vehicle noise build-up. For example... Figure 4 and Figure 5As shown, the subframe 201 has a mounting part 203 and is fixedly connected to the vehicle body through the mounting part 203. Along the height direction of the vehicle, the vibration absorber 100 can be installed below the front crossbeam 202 of the subframe 201 without occupying the space above the front crossbeam 202, which facilitates the arrangement of pipelines around the front crossbeam 202 (pipelines are generally arranged above the front crossbeam 202). Furthermore, the vibration absorber 100 is located below the subframe 201, which facilitates the disassembly, assembly, and maintenance of the vibration absorber 100. The proximity of the vibration absorber 100 to the mounting part 203 between the subframe 201 and the vehicle body enhances the dynamic coupling between the vibration absorber 100, the subframe 201, and the vehicle body, thereby more effectively matching the vibration characteristics of the subframe 201 and the vehicle body, reducing the risk of vehicle noise, and achieving effective vibration absorption with lower weight (the weight of the mass block 10), which is beneficial for the lightweight design of the vehicle.

[0038] The vibration-absorbing structure 20 converts the kinetic energy in mechanical vibration into thermal energy, strain energy, or other forms of energy through internal damping or energy conversion mechanisms, thereby dissipating and attenuating the vibration energy. When the main system (vehicle suspension, powertrain) vibrates, the vibration-absorbing structure 20 can generate reverse vibration, which cancels out the vibration of the main system, thereby effectively suppressing the vibration of the main system, reducing the transmission of the main system vibration to the surrounding environment, and reducing the risk of vehicle noise.

[0039] The vibration-absorbing structure 20 is fixed to the mass block 10. The vibration-absorbing structure 20 and the mass block 10 can be fixed by press-fit assembly or by welding. However, this invention is not limited to these methods; the vibration-absorbing structure 20 and the mass block 10 can also be fixedly connected by other means, as long as the vibration-absorbing structure 20 is fixed to the mass block 10. At least a portion of the vibration-absorbing structure 20 is located within the first mounting hole 11. In some embodiments of this invention, half or two-thirds of the vibration-absorbing structure 20 may be located within the first mounting hole 11. However, this invention is not limited to these methods; other proportions of the vibration-absorbing structure 20 may also be located within the first mounting hole 11, as long as at least a portion of the vibration-absorbing structure 20 is located within the first mounting hole 11. Having at least a portion of the vibration-absorbing structure 20 located within the first mounting hole 11 reduces the relative movement between the vibration-absorbing structure 20 and the mass block 10. Furthermore, by controlling the distribution of the vibration-absorbing structure 20 within the mass block 10, noise peaks in specific frequency bands can be specifically suppressed, and vibrations in different frequency bands can be suppressed.

[0040] The vibration-absorbing structure 20 is used for fasteners to pass through, allowing the vibration absorber 100 to be fixed to the subframe 201 by fasteners, which can be bolts. The vibration-absorbing structure 20 is fixedly connected to the subframe 201 by bolts, ensuring the stability of the vibration absorber 100 during vehicle operation. The bolted connection can withstand large vibration and impact loads, reducing the risk of the vibration absorber 100 loosening or falling off. The vibration-absorbing structure 20 and the mass block 10 absorb and dissipate vibration energy, reducing vibration transmission to the subframe 201. When the vibration absorber 100 is fixed to the subframe 201 by fasteners, its vibration control effect is fully utilized, helping to reduce in-vehicle noise and vibration levels, reducing the risk of vehicle noise buildup, and improving vehicle comfort.

[0041] According to an embodiment of the present invention, the vibration absorber 100 for the subframe 201, by forming a clearance opening 12 on the outer peripheral wall of the mass block 10, can increase the gap between the mass block 10 and the surrounding components. This not only avoids interference between the mass block 10 and the surrounding components, improving the safety and reliability of the entire vehicle, but also allows for a larger installation margin for the vibration absorber 100, reducing the installation difficulty and improving the installation efficiency. The vibration-absorbing structure 20 is fixed to the mass block 10, and at least a portion of the vibration-absorbing structure 20 is located within the first mounting hole 11. The vibration-absorbing structure 20 is used for fasteners to pass through, so that the vibration absorber 100 is fixed to the subframe 201 by fasteners. This reduces the vibration transmission of the subframe 201. When the vibration absorber 100 is fixed to the subframe 201 by fasteners, its vibration control effect is fully utilized, which helps to reduce in-vehicle noise and vibration levels, reduce the risk of vehicle noise, and improve vehicle comfort.

[0042] According to some embodiments of the present invention, such as Figure 1 and Figure 2 As shown, the clearance opening 12 can extend circumferentially along the mass block 10, effectively reducing the overall material usage of the mass block 10 and thus reducing its weight, which is beneficial for lightweight vehicle design. Furthermore, the circumferential extension of the clearance opening 12 allows for clearance of components along its extension direction, further reducing the risk of interference between the mass block 10 and surrounding components. The clearance opening 12 also provides operating space for installation tools or fixtures, simplifying the installation process and improving installation efficiency. By rationally designing the shape, size, and position of the clearance opening 12, stress can be distributed more evenly on the mass block 10, avoiding structural damage or fatigue damage caused by stress concentration.

[0043] According to some embodiments of the present invention, such as Figure 1 and Figure 2As shown, the clearance 12 can be annular. The annular clearance 12 allows the mass block 10 to better adapt to different installation environments and space constraints, enabling the mass block 10 to effectively avoid and adapt to surrounding components, ensuring a tight fit between components. Through its continuous geometry, the annular clearance 12 allows for a more uniform stress distribution on the mass block 10, avoiding stress concentration, thereby improving the structure's load-bearing capacity and fatigue life.

[0044] According to some embodiments of the present invention, such as Figure 2 As shown, the vibration-absorbing structure 20 may include: an outer sleeve 21, a bushing 22, and an inner sleeve 23. The outer sleeve 21 is sleeved on the inner sleeve 23 and spaced apart from the inner sleeve 23. At least a portion of the bushing 22 is disposed between the outer sleeve 21 and the inner sleeve 23, and the bushing 22 is fixed to both the outer sleeve 21 and the inner sleeve 23. The outer sleeve 21 is fixed to the mass block 10, and the inner sleeve 23 is used for fasteners to pass through.

[0045] Both the outer sleeve 21 and the inner sleeve 23 can be made of metal, which has high strength and compressive strength, and can withstand dynamic loads under complex working conditions. The bushing 22 can be made of rubber, which can provide damping energy dissipation and isolate high-frequency vibrations. The outer sleeve 21 is fitted over the inner sleeve 23 and spaced apart from it. The outer sleeve 21 connects the mass block 10 and the bushing 22, providing support for the bushing 22 and determining the natural frequency of the vibration absorber 100. At least a portion of the bushing 22 is located between the outer sleeve 21 and the inner sleeve 23. In some embodiments of this invention, the bushing 22 may have one-half or two-thirds of its portion located between the outer sleeve 21 and the inner sleeve 23. However, this invention is not limited to this, and the bushing 22 may also have other proportions of its portion located between the outer sleeve 21 and the inner sleeve 23, as long as at least a portion of the bushing 22 is located between the outer sleeve 21 and the inner sleeve 23. Furthermore, the bushing 22 is fixed to both the outer sleeve 21 and the inner sleeve 23. The bushing 22 is used to provide damping energy dissipation, isolate high-frequency vibrations, and reduce energy transfer to the vehicle body. The outer sleeve 21 is fixed to the mass block 10. In some embodiments of this utility model, the outer sleeve 21 and the mass block 10 can be assembled by press fitting, or the outer sleeve 21 and the mass block 10 can be fixedly connected by welding. However, this utility model is not limited to these methods. The outer sleeve 21 and the mass block 10 can also be fixedly connected by other methods, as long as the outer sleeve 21 is fixed to the mass block 10.

[0046] The inner sleeve 23 is used for fasteners to pass through. The fasteners fix the vibration absorber 100 to the subframe 201. The fasteners transmit vibration excitation to the inner sleeve 23. The inner sleeve 23 converts the vibration energy into elastic potential energy and transmits it to the bushing 22. The bushing 22 converts the elastic potential energy into heat energy through friction or viscoelastic deformation, attenuating the vibration amplitude. The outer sleeve 21 and the mass block 10 form a resonance system, further absorbing the remaining vibration energy. The reverse vibration of the mass block 10 cancels the vibration of the main system, which helps to reduce the noise and vibration level inside the vehicle, reduce the risk of vehicle noise, and improve the comfort of the vehicle.

[0047] According to some embodiments of the present invention, such as Figure 2 As shown, the inner sleeve 23 extends along a first direction. Along the first direction, the inner sleeve 23 has a first end 231 and a second end 232 opposite to each other. The first end 231 extends out of the first mounting hole 11, and the second end 232 is located inside the first mounting hole 11.

[0048] The first end 231 of the inner sleeve 23 is the end closest to the subframe 201. The first end 231 of the inner sleeve 23 extends out of the first mounting hole 11 so that the fastener can extend out of the first mounting hole 11 and be fixedly connected to the subframe 201. It can also separate the mass block 10 from the subframe 201. During vehicle operation, the subframe 201 will undergo thermal expansion or slight deformation due to temperature changes and stress. The separation between the mass block 10 and the subframe 201 provides deformation space for the subframe 201, avoiding stress concentration caused by direct contact between the mass block 10 and the subframe 201, thereby reducing the risk of material fatigue and effectively extending the service life of the vibration absorber 100. The vibration absorber 100 is installed below the subframe 201 near the exhaust pipe. The second end 232 is located inside the first mounting hole 11. It can separate the vibration absorption structure 20 inside the mass block 10 from the exhaust pipe, protect the vibration absorption structure 20, reduce the heat of the exhaust pipe from damaging the bushing 22, and thus effectively extend the service life of the vibration absorber 100.

[0049] According to some embodiments of the present invention, such as Figure 1 and Figure 2 As shown, along the first direction, the mass block 10 has a third end 13, which is located on the side of the second end 232 away from the first end 231, and the third end 13 and the second end 232 are spaced apart along the first direction.

[0050] When the vibration absorber 100 is fixedly connected to the subframe 201, the third end 13 of the mass block 10 is the end of the mass block 10 away from the subframe 201. The third end 13 is located on the side of the second end 232 away from the first end 231, and the third end 13 and the second end 232 are spaced apart along the first direction. This can lengthen the mass block 10 along the first direction, so that the second end 232 of the vibration absorption structure 20 can be embedded more deeply into the mass block 10. This adds a physical protective layer to the vibration absorption structure 20, significantly reducing its risk of external impact or environmental erosion, further strengthening the protective effect of the vibration absorption structure 20, and also increasing the distance between the vibration absorption structure 20 and the external exhaust pipe of the mass block 10. This effectively reduces the thermal radiation effect of the high temperature of the exhaust pipe on the vibration absorption structure 20, and at the same time reduces the risk of mechanical interference caused by vibration coupling, thereby effectively improving the service life of the vibration absorber 100. The increased spacing provides a longer path for heat conduction. Combined with the thermal insulation properties of the mass block 10 material, it can significantly reduce the operating temperature of the vibration absorption structure 20, significantly improve the reliability of the vibration absorption structure 20 under complex working conditions, and further reduce the noise and vibration level inside the vehicle, reduce the risk of vehicle noise, and improve vehicle comfort.

[0051] According to some embodiments of the present invention, such as Figure 2 As shown, the distance between the third end 13 and the second end 232 along the first direction is H1, which satisfies the relationship: 51mm≤H1≤53mm.

[0052] Wherein, the interval H1 between the third end 13 and the second end 232 along the first direction can be any value between 51mm, 53mm, or 51mm-53mm. In some embodiments of this utility model, the interval H1 between the third end 13 and the second end 232 along the first direction can be 51mm, 51.1mm, 51.2mm, 51.5mm, 52mm, 52.75mm, 53mm, etc., but this utility model is not limited to this. The interval H1 between the third end 13 and the second end 232 along the first direction can also be other values, as long as the interval H1 between the third end 13 and the second end 232 along the first direction satisfies the relationship: 51mm≤H1≤53mm. This configuration allows the distance H1 between the third end 13 and the second end 232 along the first direction to be set within a reasonable range. This ensures that the vibration-absorbing structure 20 is fully embedded inside the mass block 10, avoiding direct contact with external components (such as the exhaust pipe) and reducing the risk of damage caused by high temperature, mechanical vibration, or physical impact. It also prevents the vibration absorber 100 from occupying too much chassis space, leaving room for the arrangement of other components (such as the suspension and transmission system) and improving the overall vehicle integration.

[0053] As a specific embodiment of this utility model, the interval H1 between the third end 13 and the second end 232 along the first direction can be 52.75mm. This allows for precise adjustment of the coupling stiffness between the vibration-absorbing structure 20 and the mass block 10, ensuring that the system's natural frequency matches the target vibration frequency (such as the engine idling vibration frequency). This effectively avoids modal coupling between the mass block 10 and the vibration-absorbing structure 20, reduces resonance, and improves the vehicle's NVH performance. However, this utility model is not limited to this. The interval H1 between the third end 13 and the second end 232 along the first direction can be reasonably designed according to actual conditions. By reasonably designing the interval H1 between the third end 13 and the second end 232 along the first direction, stress concentration caused by uneven thermal expansion can be reduced, extending the service life of the vibration-absorbing structure 20.

[0054] Furthermore, along the first direction, the length of the mass block 10 can be H2, satisfying the relationship: 97mm≤H2≤99mm. That is, the length H2 of the mass block 10 can be any value between 97mm, 99mm, or 97mm-99mm. In some embodiments of this utility model, the length H2 of the mass block 10 can be 97mm, 97.1mm, 97.2mm, 98mm, 98.75mm, 99mm, etc., but this utility model is not limited to this. The length H2 of the mass block 10 can also be other values ​​between 97mm-99mm, as long as the length H2 of the mass block 10 satisfies the relationship: 97mm≤H2≤99mm. The length H2 of the mass block 10 directly affects its mass distribution and moment of inertia, thereby adjusting the natural frequency of the vibration absorber 100. By limiting H2 to the range of 97mm-99mm, the natural frequency of the system can be precisely matched with the target vibration frequency (such as the engine idling vibration frequency of 25Hz), improving the vibration attenuation rate. It can also prevent the modal coupling between the mass block 10 and the subframe 201 or other components, reduce resonance phenomena, and improve NVH performance.

[0055] As a specific embodiment of this utility model, the length H2 of the mass block 10 can be 98.75mm, but this utility model is not limited to this. The length H2 of the mass block 10 can also be other values ​​between 97mm and 99mm, and can be reasonably designed according to the actual situation.

[0056] According to some embodiments of the present invention, such as Figure 3 and Figure 5As shown, the mass block 10 is annular to define the first mounting hole 11. The annular shape is symmetrical, which facilitates easier positioning and fixation of the vibration absorber 100 when it is installed on the subframe 201 without the need for error prevention. The symmetry of the annular mass block 10 eliminates the limitation on the installation direction; its geometric features (such as the position of the mounting hole and the outer diameter) remain consistent regardless of the angle of rotation. During assembly, the operator does not need to distinguish between the "front" and "back" of the mass block 10; it can be placed directly on the positioning surface of the subframe 201 to complete the initial positioning, thereby reducing the assembly difficulty of the vibration absorber 100 and the subframe 201 and improving the assembly efficiency. Furthermore, in high-temperature environments (such as near the exhaust pipe), the thermal expansion of the annular mass block 10 occurs uniformly along the circumference, which can avoid deformation or loosening caused by asymmetrical expansion.

[0057] Furthermore, the mass block 10 is annular to define the first mounting hole 11, making the first mounting hole 11 also circular. This makes it easier to position and fix the vibration absorption structure 20 when it is installed in the mass block 10, thereby reducing the production difficulty of the vibration absorber 100 and improving the production efficiency of the vibration absorber 100.

[0058] Furthermore, such as Figure 1 and Figure 2 As shown, the mass block 10 can be annular, and the clearance opening 12 can also be annular, making the mass block 10 a stepped annular cylinder. The mass block 10 is divided into a clearance portion 15 and a connecting portion 14. The connecting portion 14 of the mass block 10 is close to the subframe 201 and fixedly connected to the subframe 201. The clearance portion 15 of the mass block 10 is far from the subframe 201. The outer diameter of the clearance portion 15 is smaller than the outer diameter of the connecting portion 14 to avoid surrounding components. Specifically, the outer diameter of the connecting portion 14 can be R1, where R1≤74mm, and the outer diameter of the clearance portion 15 can be R2, satisfying the relationship: R2≤60mm. In some embodiments of this utility model, R1 can be 74mm, 73mm, 72mm, etc., and R2 can be 60mm, 59mm, 58mm, etc. This setting can avoid the mass block 10 occupying too much space, which is beneficial to ensuring the installation space of the vehicle chassis.

[0059] The subframe assembly 200 according to an embodiment of the present utility model includes:

[0060] Subframe 201;

[0061] The vibration absorber 100 is the vibration absorber 100 of the above embodiment, and the vibration absorber 100 is fixed to the subframe 201 by fasteners.

[0062] The subframe 201 has a mounting part 203, and the subframe 201 is fixedly connected to the vehicle body through the mounting part 203. Along the height direction of the vehicle, the vibration absorber 100 can be installed below the front crossbeam 202 of the subframe 201 without occupying the space above the front crossbeam 202, which facilitates the layout of pipelines around the front crossbeam 202 (pipelines are generally arranged above the front crossbeam 202). Furthermore, the vibration absorber 100 is located below the subframe 201, which facilitates the disassembly, assembly, and maintenance of the vibration absorber 100. The proximity of the vibration absorber 100 to the mounting part 203 between the subframe 201 and the vehicle body enhances the dynamic coupling between the vibration absorber 100, the subframe 201, and the vehicle body, thereby more effectively matching the vibration characteristics of the subframe 201 and the vehicle body. This achieves effective vibration absorption with lower weight (the weight of the mass block 10), which is beneficial for the lightweight design of the vehicle.

[0063] The vibration absorber 100 is fixed to the subframe 201 by fasteners, such as bolts. The vibration-absorbing structure 20 is also fixedly connected to the subframe 201 by bolts, ensuring the stability of the vibration absorber 100 during vehicle operation. The bolted connection can withstand large vibration and impact loads, reducing the risk of the vibration absorber 100 loosening or falling off. The vibration-absorbing structure 20 and the mass block 10 absorb and dissipate vibration energy, reducing vibration transmission to the subframe 201. When the vibration absorber 100 is fixed to the subframe 201 by fasteners, its vibration control effect is fully utilized, helping to reduce in-vehicle noise and vibration levels, reduce the risk of vehicle noise buildup, and improve vehicle comfort.

[0064] According to some embodiments of this utility model, the vibration absorber 100 can be located below the subframe 201. Along the height direction of the vehicle, the vibration absorber 100 can be installed below the front crossbeam 202 of the subframe 201, without occupying the space above the front crossbeam 202. This facilitates the arrangement of pipelines around the front crossbeam 202 (pipelines are generally arranged above the front crossbeam 202). Furthermore, the location of the vibration absorber 100 below the subframe 201 facilitates its disassembly, assembly, and maintenance. Specifically, operators can disassemble and assemble the vibration absorber 100 after the vehicle is lifted or at the pit work station without disassembling the entire subframe 201, greatly reducing the maintenance difficulty of the vibration absorber 100.

[0065] Furthermore, there can be multiple vibration absorbers 100, which can be evenly distributed on the subframe 201. This arrangement can break the structural modal coupling of the subframe 201, preventing overall resonance caused by vibration in a certain frequency band. The evenly distributed vibration absorbers 100 can also disperse vibration energy to multiple areas of the subframe 201, avoiding local stress concentration. However, this invention is not limited to this; the number and specific placement of the vibration absorbers 100 can be reasonably set according to the actual situation.

[0066] The vehicle according to this utility model embodiment includes the subframe assembly 200 of the above embodiment. By forming a clearance opening 12 on the outer peripheral wall of the mass block 10, the gap between the mass block 10 and the surrounding components can be increased. This not only avoids interference between the mass block 10 and the surrounding components, improving the safety and reliability of the entire vehicle, but also allows for a larger installation margin for the vibration absorber 100, reducing the installation difficulty of the vibration absorber 100 and improving the installation efficiency of the vibration absorber 100. The vibration-absorbing structure 20 is fixed to the mass block 10, and at least a portion of the vibration-absorbing structure 20 is located in the first mounting hole 11. The vibration-absorbing structure 20 is used for fasteners to pass through, so that the vibration absorber 100 is fixed to the subframe 201 by fasteners. This reduces the vibration transmission of the subframe 201. When the vibration absorber 100 is fixed to the subframe 201 by fasteners, its vibration control effect is fully utilized, which helps to reduce in-vehicle noise and vibration levels, reduce the risk of vehicle noise, and improve vehicle comfort.

[0067] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0068] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A vibration absorber for a subframe, characterized in that, include: Mass block (10), the mass block (10) is formed with a first mounting hole (11) through the mass block (10) along a first direction, the first direction being the axial direction of the vibration absorber (100), and the outer peripheral wall of the mass block (10) is formed with a relief opening (12); A vibration-absorbing structure (20) is fixed to the mass block (10), and at least a portion of the vibration-absorbing structure (20) is located within the first mounting hole (11). The vibration-absorbing structure (20) is used for fasteners to pass through so that the vibration absorber (100) is fixed to the subframe (201) by the fasteners.

2. The vibration absorber for a subframe according to claim 1, characterized in that, The clearance (12) extends circumferentially along the mass block (10).

3. The vibration absorber for a subframe according to claim 2, characterized in that, The clearance (12) is annular.

4. The vibration absorber for a subframe according to claim 1, characterized in that, The vibration-absorbing structure (20) includes: an outer tube (21), a bushing (22) and an inner tube (23). The outer tube (21) is sleeved on the inner tube (23) and spaced apart from the inner tube (23). At least a portion of the bushing (22) is disposed between the outer tube (21) and the inner tube (23), and the bushing (22) is fixed to both the outer tube (21) and the inner tube (23). The outer tube (21) is fixed to the mass block (10), and the inner tube (23) is used for the fastener to pass through.

5. The vibration absorber for a subframe according to claim 4, characterized in that, The inner sleeve (23) extends along the first direction, and along the first direction, the inner sleeve (23) has a first end (231) and a second end (232) opposite each other, the first end (231) extends out of the first mounting hole (11), and the second end (232) is located in the first mounting hole (11).

6. The vibration absorber for a subframe according to claim 5, characterized in that, Along the first direction, the mass block (10) has a third end (13), which is located on the side of the second end (232) away from the first end (231), and the third end (13) and the second end (232) are spaced apart along the first direction.

7. The vibration absorber for a subframe according to claim 6, characterized in that, The distance between the third end (13) and the second end (232) along the first direction is H1, which satisfies the relationship: 51mm≤H1≤53mm.

8. The vibration absorber for a subframe according to any one of claims 1-7, characterized in that, The mass block (10) is annular to define the first mounting hole (11).

9. A subframe assembly (200), characterized in that, include: Subframe (201); Vibration absorber (100), the vibration absorber (100) is the vibration absorber (100) according to any one of claims 1-8, the vibration absorber (100) is fixed to the subframe (201) by the fastener.

10. A vehicle, characterized in that, Includes the subframe assembly (200) according to claim 9.

Images