A type of automotive shock absorber undermount bushing

Abstract

This utility model provides a lower mounting bushing for an automotive shock absorber, comprising an inner frame for connecting to the shock absorber shaft and providing rigid support; an outer frame located outside the inner frame; a rubber layer located between the inner and outer frames and connecting them; and a middle frame located inside the rubber layer. The rubber layer includes adhesive sections on both sides, which are fixedly bonded to the outer side of the inner frame and the inner side of the outer frame. A contraction section is provided inside the adhesive section, and a protrusion section is provided inside the contraction section. The middle frame is located within the protrusion section. By configuring the inner frame, outer frame, and the middle frame and rubber layer, a three-frame buffer structure is formed. The rubber layer uses a low-hardness material, which can effectively absorb road vibrations and disperse impact energy. The middle frame acts as a stress transition and secondary damping mechanism, extending the vibration path, significantly reducing vehicle vibration and noise, and improving ride comfort.

Description

Technical Field

[0001] This utility model belongs to the field of automotive component technology, and more specifically, it relates to a lower mounting bushing for an automotive shock absorber. Background Technology

[0002] The undermount bushing of a car shock absorber is a key component connecting the shock absorber to the car body or chassis, and is mainly used to buffer and isolate vibrations and impacts transmitted from the road surface.

[0003] Existing bushings mostly adopt a single or double skeleton structure with high rubber layer hardness to improve load-bearing capacity and durability. However, high-hardness rubber bushings have insufficient elasticity during shock absorption, resulting in a high vibration transmission rate. This makes it easy to transmit vibrations and noise caused by uneven road surfaces into the vehicle, affecting passenger comfort. Utility Model Content

[0004] This invention provides a lower mounting bushing for automotive shock absorbers to solve the above-mentioned problems.

[0005] A lower mounting bushing for an automotive shock absorber, comprising:

[0006] Inner frame; the inner frame is used to connect with the shock absorber shaft and provide rigid support;

[0007] Exoskeleton; the exoskeleton is located outside the inner skeleton;

[0008] A rubber layer; the rubber layer is located between the inner skeleton and the outer skeleton, and connects the inner skeleton and the outer skeleton;

[0009] The intermediate skeleton is located inside the rubber layer;

[0010] The rubber layer includes adhesive sections on both sides; the adhesive sections are fixedly bonded to the outer side of the inner skeleton and the inner side of the outer skeleton; a shrinkage section is provided on the inner side of the adhesive section; a protruding section is provided on the inner side of the shrinkage section; the middle skeleton is located within the protruding section.

[0011] Furthermore, the contraction segment is configured as a concave triangular structure.

[0012] Furthermore, the central frame is configured as a ring plate structure, and there are two sets of central frames, located on the upper and lower sides of the protruding section respectively.

[0013] Furthermore, mounting rings are provided on the outer side of the exoskeleton.

[0014] Furthermore, the inner skeleton, middle skeleton, and outer skeleton are arranged concentrically.

[0015] Furthermore, a through hole is provided on the inner side of the inner frame; and a chamfer is provided at the end of the through hole.

[0016] Compared with the prior art, the present invention has the following beneficial effects:

[0017] A three-frame buffer structure is formed by setting up an inner frame, an outer frame, a middle frame, and a rubber layer. The rubber layer uses a low-hardness material, which can effectively absorb road vibrations and disperse impact energy. The middle frame plays a role in stress transition and secondary damping, extending the vibration path, significantly reducing vehicle vibration and noise, and improving ride comfort. The concave and convex sections set in the rubber layer form a concave triangular structure, which makes the stress distribution more uniform, avoids local fatigue and delamination, and extends service life. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of a lower mounting bushing for an automotive shock absorber according to the present invention.

[0019] In the diagram, the correspondence between component names and drawing numbers is as follows:

[0020] 1. Inner skeleton; 11. Through hole; 2. Outer skeleton; 3. Rubber layer; 31. Adhesive section; 32. Shrinkage section; 33. Protruding section; 4. Middle skeleton; 5. Lifting ring. Detailed Implementation

[0021] The embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of this utility model.

[0022] In the description of this utility model, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this 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, and therefore should not be construed as a limitation of this utility model. In addition, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0023] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "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. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0024] Example:

[0025] like Figure 1 As shown

[0026] A type of automotive shock absorber undermount bushing

[0027] include

[0028] Inner frame 1; the inner frame 1 is used to connect with the shock absorber shaft and provide rigid support;

[0029] Exoskeleton 2; the exoskeleton 2 is located outside the inner skeleton 1;

[0030] Rubber layer 3; the rubber layer 3 is located between the inner skeleton 1 and the outer skeleton 2, and connects the inner skeleton 1 and the outer skeleton 2;

[0031] The intermediate skeleton 4 is located inside the rubber layer 3;

[0032] While reducing the hardness of the rubber to improve the damping effect, the overall stiffness is compensated by adding a central frame 4 inside the rubber layer 3 for support. The central frame 4 shares part of the load during loading, so that the bushing maintains sufficient rigidity under high-frequency, small-amplitude vibrations and will not deform excessively. This balances comfort and load-bearing performance, making it suitable for new energy passenger vehicles and other models with high comfort requirements.

[0033] The rubber layer 3 includes adhesive sections 31 located on both sides; the adhesive sections 31 are fixedly bonded to the outer side of the inner skeleton 1 and the inner side of the outer skeleton 2.

[0034] Adhesive sections 31 are provided at both ends of the rubber layer 3, which are bonded to the inner and outer skeletons 2 using a vulcanization bonding process to ensure that no peeling or slippage occurs under long-term alternating stress. The structure of the adhesive sections 31 also prevents the rubber from shearing under large deformation conditions, significantly enhancing the overall bonding reliability and durability.

[0035] A shrinkage section 32 is provided on the inner side of the adhesive section 31; a protruding section 33 is provided on the inner side of the shrinkage section 32; and the middle skeleton 4 is located inside the protruding section 33.

[0036] The lower mounting bushing of this automotive shock absorber forms a multi-level elastic support structure through the arrangement of an inner frame 1, an outer frame 2, and a rubber layer 3 and a middle frame 4 located between them. When the vehicle is in motion, road vibrations are first transmitted to the rubber layer 3 via the inner frame 1. The rubber layer 3, with its low-hardness design, exhibits significant elastic deformation, effectively absorbing impact energy and dispersing it to the middle frame 4 and the outer frame 2. The middle frame 4 provides secondary damping for vibrations, extending the vibration path and allowing for more thorough energy attenuation. This significantly reduces the transmission of vibration and noise to the vehicle body, improving overall vehicle comfort.

[0037] The contraction section 32 is configured as a concave triangular structure.

[0038] The contraction section 32 and the protruding section 33 inside the rubber layer 3 form a concave triangular elastic buffer zone. The central skeleton 4 is located inside the protruding section 33, allowing the rubber to undergo flexible deformation along the direction of the contraction section 32 when under stress, effectively releasing local stress concentration. This design improves the stress distribution inside the rubber layer 3, preventing local fatigue cracks and rubber delamination caused by long-term alternating loads, thereby significantly improving the fatigue life and reliability of the bushing.

[0039] The composite structure of the contraction section 32 and the protruding section 33 causes vibration energy to be reflected and attenuated multiple times in the rubber layer 3. This structure is equivalent to forming a graded damping zone in the rubber layer 3, which can effectively filter high-frequency vibration signals and reduce the channel through which mechanical vibration is directly transmitted to the vehicle body through the metal frame, thereby reducing the overall NVH level of the vehicle.

[0040] The central frame 4 is configured as a ring plate structure, and the central frame 4 is configured as two sets, located on the upper and lower sides of the protruding section 33 respectively.

[0041] The outer frame 2 is provided with mounting rings 5 ​​on its outer side. This mounting ring structure facilitates lifting, positioning, and fastening during final assembly or maintenance, reducing stress deviations during installation and improving assembly accuracy. This structure is suitable for mass production, reducing labor costs in production and maintenance.

[0042] The inner frame 1, middle frame 4, and outer frame 2 are arranged concentrically. This concentric arrangement ensures that their axes coincide, resulting in a more symmetrical stress distribution on the bushing when subjected to vertical and radial loads, preventing eccentric stress. This structure improves overall geometric stability and avoids structural deformation or rubber aging failure caused by eccentric loading during long-term use.

[0043] The inner frame 1 has a through hole 11 on its inner side; the end of the through hole 11 is chamfered. The through hole 11 on the inner side of the inner frame 1 and the chamfered end effectively reduce stress concentration at the connection points and prevent scratches on the rubber layer 3 or the frame edge when the shock absorber shaft is inserted. The chamfered design also makes bolt or shaft insertion smoother, improving assembly safety and dimensional accuracy.

[0044] The embodiments of this utility model are given for illustrative and descriptive purposes only, and are not intended to be exhaustive or to limit the utility model to the forms disclosed. Many modifications and variations will be apparent to those skilled in the art. The embodiments were chosen and described in order to better illustrate the principles and practical applications of this utility model, and to enable those skilled in the art to understand this utility model and design various embodiments with various modifications suitable for a particular purpose.

Claims

1. A lower mounting bushing for an automotive shock absorber, characterized in that: include Inner frame (1); the inner frame (1) is used to connect with the shock absorber shaft and provide rigid support; Exoskeleton (2); the exoskeleton (2) is located outside the inner skeleton (1); Rubber layer (3); the rubber layer (3) is located between the inner skeleton (1) and the outer skeleton (2), and connects the inner skeleton (1) and the outer skeleton (2); The intermediate skeleton (4) is located inside the rubber layer (3); The rubber layer (3) includes adhesive sections (31) on both sides; the adhesive sections (31) are fixedly bonded to the outer side of the inner skeleton (1) and the inner side of the outer skeleton (2); a shrinkage section (32) is provided on the inner side of the adhesive section (31); a protruding section (33) is provided on the inner side of the shrinkage section (32); the middle skeleton (4) is located inside the protruding section (33).

2. The lower mounting bushing for an automotive shock absorber as described in claim 1, characterized in that: The contraction section (32) is configured as a concave triangular structure.

3. The lower mounting bushing for an automotive shock absorber as described in claim 1, characterized in that: The central frame (4) is configured as a ring plate structure, and the central frame (4) is configured as two sets, located on the upper and lower sides of the protruding section (33) respectively.

4. The lower mounting bushing of an automotive shock absorber as described in claim 1, characterized in that: The outer frame (2) is provided with mounting rings (5) on the outside.

5. The lower mounting bushing of an automotive shock absorber as described in claim 1, characterized in that: The inner skeleton (1), the middle skeleton (4) and the outer skeleton (2) are arranged concentrically.

6. The lower mounting bushing of an automotive shock absorber as described in claim 1, characterized in that: The inner frame (1) has a through hole (11) on its inner side; the end of the through hole (11) is chamfered.

Images