Automobile chassis aluminum alloy bushing support and structure thereof

Abstract

The utility model relates to the technical field of automobile bushing, especially to automobile chassis aluminum alloy bushing support and its structure, including inner shaft sleeve, elastomer, shell, automobile connecting rod, nut and locking mechanism, the outer sleeve of inner shaft sleeve is equipped with elastomer, the outer sleeve of elastomer is equipped with shell, the inner shaft sleeve is equipped on automobile connecting rod, and the nut is connected through the threaded connection on automobile connecting rod. The utility model through the rigid engagement of locking screw rod and preset screw hole forms axial mechanical locking structure, can bear up to conventional bolt connection 3 times' torque without relative rotation, effectively avoids the situation of swing arm angle deviation to occur, and through the setting of radial linkage unit, makes the nut can drive the abutment cylinder and the driving gear ring to rotate while being connected with automobile connecting rod, through integrated locking mechanism, the traditional step-by-step bushing positioning, pre-tightening, locking process is combined into single screwing operation, and the installation efficiency is greatly improved.

Description

Technical Field

[0001] This utility model relates to the field of automotive bushing technology, and in particular to an aluminum alloy bushing bracket for automotive chassis and its structure. Background Technology

[0002] Automotive bushings are an important component of the automotive suspension system. Located between the vehicle body and the axle, they serve to cushion and dampen vibrations. The main function of bushings is to absorb vibrations transmitted from the road surface during driving, protecting the comfort of passengers and preventing excessive wear on various vehicle components. Automotive bushings are typically made of materials such as rubber, plastic, or metal, and with the development of the automotive industry, automotive bushings are also constantly evolving.

[0003] Currently, in the design of aluminum alloy bushing brackets for automotive chassis, rubber bushings are key components connecting the vehicle body and chassis, and their performance directly affects the vehicle's handling stability and durability. In current technology, the inner bushing of the rubber bushing is mainly connected and locked to the automotive connectors using bolts and nuts.

[0004] In related technologies, this connection method has obvious defects in practical applications. For example, when the bushing is subjected to large torque (such as rapid acceleration, emergency braking or bumpy road conditions), the friction force of the bolt clamping and locking may be insufficient, causing relative rotation between the inner bushing and the connecting parts. This rotation will not only change the design angle of the suspension arm and affect the wheel alignment parameters, but may also cause premature bushing wear, abnormal chassis noise and other problems. Some patents have attempted to limit displacement by adding blocking parts or improving the bushing structure, but have not fundamentally solved the problem of torque transmission reliability. Utility Model Content

[0005] To address the problem that current bushings have limited torque capacity during actual operation, and exceeding the threshold can cause relative rotation between the inner bushing and the connecting parts, thereby altering the design angle of the suspension control arm and affecting wheel alignment parameters, this utility model provides an aluminum alloy bushing bracket for automotive chassis and its structure.

[0006] The automotive chassis aluminum alloy bushing bracket and its structure provided by this utility model adopt the following technical solution:

[0007] Automobile chassis aluminum alloy bushing bracket and its structure, including:

[0008] An inner bushing is provided with an elastic body on its outside, and an outer shell is provided on the outer shell of the elastic body. The inner bushing is fitted onto a car connecting rod, and a nut is threaded onto the car connecting rod, with the nut abutting against one end of the inner bushing.

[0009] A locking mechanism is provided for axially locking an inner bushing to an automotive connecting rod. The locking mechanism includes a mounting cavity, a support base, an axial locking unit, and a radial linkage unit. The mounting cavity is coaxially disposed inside the inner bushing. The support base is fixed to the bottom of the mounting cavity. The axial locking unit includes a transmission cylinder, a driven rod, and a locking screw. The transmission cylinder is rotatably connected to the support base along the axial direction of the inner bushing. The driven rod is slidably connected to the axis of the transmission cylinder and rotates synchronously with the transmission cylinder. The locking screw is coaxially fixed to one end of the driven rod. The outer wall of the automotive connecting rod has a threaded hole along the axial direction, and the locking screw is mated and threaded into the threaded hole.

[0010] Optionally, the axial locking unit further includes a driven gear and a driving gear ring. The driven gear is coaxially fixed on the transmission cylinder, and the driving gear ring is rotatably connected to the top of the support base and coaxially arranged with the inner bushing. The driven gear and the driving gear ring mesh with each other.

[0011] Optionally, the radial linkage unit includes an abutment cylinder and a telescopic rod. The abutment cylinder is slidably connected in the mounting cavity, and the abutment cylinder is composed of a combination of a cylindrical structure and a conical structure. The cylindrical part passes through and is located outside the inner bushing, and is slidably connected to the inner bushing. The end of the driven rod away from the locking screw slidably abuts against the conical surface of the abutment cylinder. One end of the telescopic rod is fixed to the driving gear ring, and the other end is fixed inside the abutment cylinder.

[0012] Optionally, the radial linkage unit further includes a slot and a block. The slot is recessed on one end of the abutment cylinder located outside the inner bushing, and the block is fixed on the nut. The slot and the block are configured in a one-to-one correspondence and cooperate with each other.

[0013] Optionally, the outer wall of the driven rod is provided with a protrusion, and the inner wall of the transmission cylinder is provided with a groove, with the protrusion slidingly engaged in the groove.

[0014] Optionally, a first return spring is sleeved on the outside of the driven rod, and a second return spring is sleeved on the outside of the telescopic rod.

[0015] In summary, this utility model has at least one of the following beneficial technical effects:

[0016] 1. By utilizing the rigid engagement between the locking screw and the preset screw hole, an axial mechanical locking structure is formed, which can withstand up to 3 times the torque of traditional bolt connections without relative rotation, effectively preventing the swing arm angle from shifting.

[0017] 2. By setting up a radial linkage unit, the nut can drive the abutment cylinder and the active gear ring to rotate while connecting with the car connecting rod. This, in turn, drives the transmission cylinder, driven rod, and locking screw to rotate as a whole through the driven gear. As the nut moves, the abutment cylinder is displaced, which in turn pushes the locking screw to move axially, allowing it to quickly engage and lock with the pre-set screw hole on the car connecting rod. The integrated locking mechanism combines the traditional step-by-step bushing positioning, pre-tightening, and locking processes into a single tightening operation, greatly improving installation efficiency. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the external overall structure of the aluminum alloy bushing bracket for the automobile chassis and its structure in this embodiment.

[0019] Figure 2 This is a schematic diagram of the separation structure between the inner bushing and the nut in this embodiment.

[0020] Figure 3 This is a schematic diagram of the locking mechanism in this embodiment.

[0021] Figure 4 This is a schematic diagram of the abutment cylinder connection structure in this embodiment.

[0022] Figure 5 This is a schematic diagram of the active gear ring and its connection structure in this embodiment.

[0023] Figure 6 This is a schematic diagram of the transmission cylinder connection structure in this embodiment.

[0024] Figure 7 This is a schematic diagram of the driven rod structure in this embodiment.

[0025] Explanation of reference numerals in the attached figures:

[0026] 1. Inner bushing; 2. Elastomer; 3. Outer shell; 4. Automotive connecting rod; 5. Nut; 6. Locking mechanism; 61. Mounting cavity; 62. Support seat; 63. Transmission cylinder; 64. Driven rod; 65. Locking screw; 66. Driven gear; 67. Driven gear ring; 68. Abutment cylinder; 69. Telescopic rod; 610. Slot; 611. Locking block; 612. Protrusion; 613. First return spring; 614. Second return spring. Detailed Implementation

[0027] The following is in conjunction with the appendix Figure 1-7 The present invention will be described in further detail below.

[0028] This utility model discloses an aluminum alloy bushing bracket for automobile chassis and its structure.

[0029] It should be noted that in the description of this utility model, the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They 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. Therefore, they should not be construed as limitations on this utility model.

[0030] Reference Figure 1 and Figure 2 The aluminum alloy bushing bracket for automobile chassis and its structure include an inner bushing 1, an elastomer 2, a housing 3, an automobile connecting rod 4, a nut 5, and a locking mechanism 6. The elastomer 2 is sleeved on the outside of the inner bushing 1, and the housing 3 is sleeved on the outside of the elastomer 2. The inner bushing 1 is sleeved on the automobile connecting rod 4, and the nut 5 is threadedly connected to the automobile connecting rod 4, with the nut 5 abutting against one end of the inner bushing 1. The locking mechanism 6 includes a mounting cavity 61, a support seat 62, an axial locking unit, and a radial linkage unit.

[0031] Specifically, the mounting cavity 61 is coaxially disposed inside the inner bushing 1, the support seat 62 is fixed to the bottom of the mounting cavity 61, and the axial locking unit includes a transmission cylinder 63, a driven rod 64 and a locking screw 65. The transmission cylinder 63 is rotatably connected to the support seat 62 along the axial direction of the inner bushing 1. The driven rod 64 is coaxially slidably connected to the axis of the transmission cylinder 63 and rotates synchronously with the transmission cylinder 63. The locking screw 65 is coaxially fixed to one end of the driven rod 64. The outer wall of the automotive connecting rod 4 is provided with a screw hole along the axial direction, and the locking screw 65 is mated and threaded into the screw hole.

[0032] In this embodiment, the rigid engagement of the locking screw 65 with the preset screw hole forms an axial mechanical locking structure, which can withstand up to three times the torque of traditional bolt connections without relative rotation, effectively preventing the swing arm angle from shifting. Furthermore, the radial linkage unit allows the nut 5 to rotate the abutment cylinder 68 and the drive gear ring 67 while connected to the vehicle connecting rod 4. This, in turn, drives the transmission cylinder 63, the driven rod 64, and the locking screw 65 to rotate as a whole via the driven gear 66. As the nut 5 moves, the abutment cylinder 68 shifts, pushing the locking screw 65 axially, enabling it to quickly engage and lock with the preset screw hole on the vehicle connecting rod 4. This integrated locking mechanism combines the traditionally step-by-step bushing positioning, pre-tightening, and locking processes into a single tightening operation, significantly improving installation efficiency.

[0033] Reference Figure 3 and Figure 4In this embodiment of the utility model, the axial locking unit also includes a driven gear 66 and a driving gear ring 67. The driven gear 66 is coaxially fixed on the transmission cylinder 63, and the driving gear ring 67 is rotatably connected to the top of the support base 62 and coaxially arranged with the inner bushing 1. The driven gear 66 and the driving gear ring 67 mesh with each other.

[0034] In this embodiment, the active gear ring 67 drives the driven gear 66 to mesh and move together, thereby driving the transmission cylinder 63 and the driven rod 64 to rotate synchronously as a whole, which in turn drives the locking screw 65 to rotate, so that it can be threaded into the preset screw hole.

[0035] Reference Figure 5 and Figure 6 Specifically, the radial linkage unit includes an abutment cylinder 68 and a telescopic rod 69. The abutment cylinder 68 is slidably connected in the mounting cavity 61 and is composed of a combination of a cylindrical structure and a conical structure. The cylindrical part passes through and is located outside the inner bushing 1 and is slidably connected to the inner bushing 1. One end of the driven rod 64 away from the locking screw 65 slides against the conical surface of the abutment cylinder 68. One end of the telescopic rod 69 is fixed on the driving gear ring 67, and the other end is fixed inside the abutment cylinder 68.

[0036] In this embodiment of the application, the telescopic rod 69 is used to make the abutment cylinder 68 slide within the inner bushing 1, while also driving the active gear ring 67 to rotate.

[0037] The radial linkage unit also includes a slot 610 and a block 611. The slot 610 is recessed on the abutment cylinder 68 at one end located outside the inner bushing 1. The block 611 is fixed on the nut 5. The slot 610 and the block 611 are set in a one-to-one correspondence and cooperate with each other.

[0038] In this embodiment of the application, the locking block 611 abuts against the locking groove 610, so that when the nut 5 rotates and moves on the car connecting rod 4, it can synchronously drive the abutting cylinder 68 to move together.

[0039] Reference Figure 7 Specifically, the outer wall of the driven rod 64 is provided with a protrusion 612, and the inner wall of the transmission cylinder 63 is provided with a groove, with the protrusion 612 slidingly engaged in the groove.

[0040] In this embodiment, the protrusion 612 enables the driven rod 64 to slide within the transmission cylinder 63 while simultaneously rotating synchronously with it.

[0041] Optionally, a first return spring 613 is sleeved on the outside of the driven rod 64, and a second return spring 614 is sleeved on the outside of the telescopic rod 69. The first return spring 613 enables the driven rod 64 to quickly return to its original position, and the second return spring 614 enables the abutment cylinder 68 to quickly return to its original position.

[0042] The implementation principle of the aluminum alloy bushing bracket and its structure for the automobile chassis in this embodiment of the utility model is as follows: First, the inner bushing 1 is fitted onto the outside of the automobile connecting rod 4. Then, the nut 5 is screwed onto the automobile connecting rod 4. While rotating, the locking block 611 is engaged in the slot 610. At this time, the nut 5 drives the abutment cylinder 68 to rotate. The abutment cylinder 68 drives the active gear ring 67 to rotate through the telescopic rod 69. The active gear ring 67 causes the driven gear 66 to mesh and move together, and drives the transmission cylinder 63, the driven rod 64 and the locking screw 65 to rotate as a whole. As the nut 5 moves, the abutment cylinder 68 is displaced. Then, the inclined surface of the abutment cylinder 68 pushes the locking screw 65 to move axially, so that it can quickly connect and lock with the preset screw hole on the automobile connecting rod 4.

[0043] The above are all preferred embodiments of this utility model, and are not intended to limit the scope of protection of this utility model. Therefore, all equivalent changes made to the structure, shape and principle of this utility model should be covered within the scope of protection of this utility model.

Claims

1. An aluminum alloy bushing bracket for an automobile chassis and its structure, characterized in that, include: An inner bushing (1) is fitted with an elastic body (2) on the outside of the inner bushing (1), and a shell (3) is fitted with the elastic body (2) on the outside of the shell. The inner bushing (1) is fitted on a car connecting rod (4), and a nut (5) is threaded onto the car connecting rod (4), and the nut (5) abuts against one end of the inner bushing (1). A locking mechanism (6) is used to axially lock the inner bushing (1) and the car connecting rod (4). The locking mechanism (6) includes a mounting cavity (61), a support seat (62), an axial locking unit and a radial linkage unit. The mounting cavity (61) is coaxially arranged inside the inner bushing (1). The support seat (62) is fixed at the bottom of the mounting cavity (61). The axial locking unit includes a transmission cylinder (63), a driven rod (64) and a locking screw (65). The transmission cylinder (63) is axially rotatably connected to the support seat (62) along the inner bushing (1). The driven rod (64) is coaxially slidably connected to the axis of the transmission cylinder (63) and rotates synchronously with the transmission cylinder (63). The locking screw (65) is coaxially fixed to one end of the driven rod (64). The outer wall of the car connecting rod (4) is provided with a screw hole along the axial direction. The locking screw (65) is mated and threadedly connected in the screw hole.

2. The automotive chassis aluminum alloy bushing bracket and its structure according to claim 1, characterized in that, The axial locking unit also includes a driven gear (66) and a driving gear ring (67). The driven gear (66) is coaxially fixed on the transmission cylinder (63). The driving gear ring (67) is rotatably connected to the top of the support base (62) and is coaxially arranged with the inner bushing (1). The driven gear (66) and the driving gear ring (67) mesh with each other.

3. The automotive chassis aluminum alloy bushing bracket and its structure according to claim 1, characterized in that, The radial linkage unit includes an abutment cylinder (68) and a telescopic rod (69). The abutment cylinder (68) is slidably connected in the mounting cavity (61), and the abutment cylinder (68) is composed of a combination of a cylindrical structure and a conical structure. The cylindrical part passes through and is located outside the inner bushing (1) and is slidably connected to the inner bushing (1). One end of the driven rod (64) away from the locking screw (65) slidably abuts against the conical surface of the abutment cylinder (68). One end of the telescopic rod (69) is fixed on the active gear ring (67), and the other end is fixed inside the abutment cylinder (68).

4. The automotive chassis aluminum alloy bushing bracket and its structure according to claim 3, characterized in that, The radial linkage unit also includes a slot (610) and a block (611). The slot (610) is recessed on the abutment cylinder (68) at one end located outside the inner bushing (1). The block (611) is fixed on the nut (5). The slot (610) and the block (611) are set in a one-to-one correspondence and cooperate with each other.

5. The automotive chassis aluminum alloy bushing bracket and its structure according to claim 1, characterized in that, The outer wall of the driven rod (64) is provided with a protrusion (612), and the inner wall of the transmission cylinder (63) is provided with a groove, and the protrusion (612) is slidably fitted in the groove.

6. The automotive chassis aluminum alloy bushing bracket and its structure according to claim 3, characterized in that, The driven rod (64) is fitted with a first return spring (613), and the telescopic rod (69) is fitted with a second return spring (614).

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