Anti-slip connecting assembly for connecting a subframe of a vehicle to a body of the vehicle

Abstract

The utility model discloses a kind of anti-skid connecting assembly for automobile subframe and vehicle body connection, including connecting piece and subframe bushing, connecting piece passes through subframe bushing for installing subframe in vehicle body, and the connecting piece is equipped with the first step surface for the upper end surface of vehicle body and subframe bushing compression bonding;Second step surface lower than first step surface is formed in the radial inner side of the first step surface, and anti-skid embedded vice is formed between second step surface and the upper end surface of subframe bushing in the way of mutual embedding;The utility model can avoid the relatively large relative slip between subframe bushing and vehicle body, to avoid generating slip noise, improve driving comfort, under the premise of meeting stable installation, the torque borne by connecting piece can be reduced, reduce the specification requirement of connecting piece, under the premise of meeting same design capacity, the overall vehicle weight can be reduced;Meanwhile, avoid fatigue shearing of both to connecting piece, to avoid the fracture of connecting piece, finally guarantee safety.

Description

Technical Field

[0001] This utility model relates to an auxiliary connecting component for vehicles, and more particularly to an anti-slip connecting assembly for connecting a vehicle subframe to the vehicle body. Background Technology

[0002] The subframe is the skeleton of the front and rear axles of a vehicle. It is a component of the front and rear axles and is used to support the front and rear axles and suspension, connecting the axles, suspension, and vehicle body. Its main function is to isolate vibration and noise, improving comfort; it also brings advantages in assembly, such as increased assembly rigidity and reduced costs.

[0003] In existing technology, the subframe is generally connected to a specific part of the vehicle body (usually a body panel) via a connecting assembly. This assembly includes a connector (threaded pin or threaded sleeve) and a subframe bushing, which presses the body panel and subframe bushing together. During use, this structure can cause relative slippage between the subframe bushing and the vehicle body, especially under heavy loads, which can produce abnormal noise and reduce ride comfort. Furthermore, it exerts repeated shear forces on the connector, potentially leading to breakage and posing a safety risk.

[0004] To address the aforementioned issues, some improvements have been implemented. For example, anti-slip textures are formed on the end face of the inner tube of the bushing to increase friction between the end face and the vehicle body, thereby increasing sliding resistance. However, following conventional thinking in the field, simply increasing friction between the vehicle body and the bushing will still result in a certain load exceeding the friction force during use, leading to slippage and recurring the aforementioned technical problems. Existing technologies also include structures with anti-slip end faces formed on bolts, but their primary function is to prevent bolt loosening; other structures use anti-slip pads, which have essentially the same structural effect as anti-slip end faces on the bushing, and still fail to solve the problems of reduced ride comfort and the risk of connector breakage that arise during subframe installation.

[0005] Therefore, the connection structure of the subframe needs to be improved to avoid large relative slippage between the subframe bushing and the vehicle body during use, thereby avoiding slippage noise and improving ride comfort; at the same time, it is necessary to avoid fatigue shearing of the connecting parts by the two, thereby avoiding breakage and ultimately ensuring safety. Utility Model Content

[0006] In view of this, the present invention provides an anti-slip connection component for connecting a car subframe to the car body. The component is used for connecting the subframe and can prevent large relative slippage between the subframe bushing and the car body, thereby avoiding slippage noise and improving driving comfort. At the same time, it prevents fatigue shearing of the connecting parts by the two, thereby preventing breakage and ultimately ensuring safety.

[0007] The present invention provides an anti-slip connection assembly for connecting a vehicle subframe to a vehicle body, comprising a connector and a subframe bushing. The connector passes through the subframe bushing to mount the subframe to the vehicle body, and the connector is provided with a first stepped surface for pressing the upper end face of the vehicle body and the subframe bushing together.

[0008] A second step surface, lower than the first step surface, is formed on the radial inner side of the first step surface. The second step surface and the upper end surface of the subframe bushing form an anti-slip mating pair in a mutually interlocking manner.

[0009] Furthermore, the subframe bushing assembly includes a subframe bushing body and a bushing inner liner sleeve fitted inside the subframe bushing body, wherein the second stepped surface and the upper end surface of the bushing inner liner sleeve are interlocked to form the anti-slip mating pair.

[0010] Furthermore, the upper end face of the bushing inner liner includes a radially outer pressing surface and a radially inner anti-slip surface. The first stepped surface presses the vehicle body against the pressing surface, and the second stepped surface and the anti-slip surface interlock to form an anti-slip mating pair.

[0011] Furthermore, the anti-slip mating pair is formed by a plurality of protrusions and / or recesses provided on the second step surface and a plurality of protrusions and recesses provided on the anti-slip surface of the bushing inner liner tube, wherein the protrusions and recesses are correspondingly fitted together.

[0012] Furthermore, the anti-slip mating pair is formed by a plurality of radially distributed strip-shaped protrusions and / or strip-shaped depressions provided on the second step surface and the corresponding strip-shaped protrusions and strip-shaped depressions provided on the anti-slip surface of the bushing inner liner tube.

[0013] Furthermore, when the protrusion is located on the second step surface, the root of the protrusion is higher than the pressing surface of the inner liner of the bushing, and the top is lower than the pressing surface.

[0014] Furthermore, a step shaft is formed between the first step surface and the second step surface, and the step shaft passes through the subframe mounting hole formed on the vehicle body with a small gap.

[0015] Furthermore, the outer radial dimension of the second step surface does not exceed 2 / 3 of the outer radial dimension of the first step surface; the outer radial dimension of the anti-slip surface does not exceed 2 / 3 of the outer radial dimension of the pressing surface.

[0016] Furthermore, the connector is a threaded pin, and the first stepped surface is the lower end face of the annular protrusion formed by the outer circle of the threaded pin; or, the connector includes a threaded sleeve and a bolt, and the first stepped surface is the lower end face of the annular protrusion formed by the outer circle of the threaded sleeve.

[0017] Furthermore, the maximum radial dimension of the first step surface is greater than the maximum radial dimension of the inner liner tube of the bushing.

[0018] The beneficial effects of this utility model are as follows: The anti-slip connection assembly for connecting the automotive subframe and the vehicle body establishes a connection between the connector and the subframe bushing through mutually interlocking anti-slip mating pairs. When a tendency for slippage occurs between the vehicle body and the subframe bushing, the anti-slip mating pairs effectively prevent this tendency. Even if slippage occurs, the anti-slip mating pairs drive the movement in tandem, preventing significant relative slippage between the subframe bushing and the vehicle body, thus avoiding slippage noise and improving driving comfort. While ensuring stable installation, it reduces the torque borne by the connector and lowers the connector's specification requirements, thereby reducing the overall vehicle weight while maintaining the same design capacity. Simultaneously, it avoids fatigue shearing of the connector by both components, preventing connector breakage and ultimately ensuring safety. Attached Figure Description

[0019] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0020] Figure 1 This is a schematic diagram of the installation structure (threaded sleeve) of this utility model applied to the subframe and body.

[0021] Figure 2 for Figure 1 Enlarged view of point A;

[0022] Figure 3 This is a schematic diagram of the installation structure (threaded pin) of this utility model applied to the subframe and body.

[0023] Figure 4 for Figure 3 Enlarged view of point B. Detailed Implementation

[0024] like Figure 1 and Figure 2As shown: This embodiment of the anti-slip connection assembly for connecting a vehicle subframe to the vehicle body includes a connector and a subframe bushing. The connector passes through the subframe bushing to mount the subframe to the vehicle body. The connector has a first stepped surface a for pressing the vehicle body 1 (referring to the part of the vehicle body used to mount the subframe, generally a body steel plate) against the upper end face of the subframe bushing. In this embodiment, the connector is described using a threaded sleeve 5 as an example. The connector includes a threaded sleeve 5 and a single-ended bolt 4. The threaded sleeve 5 is a sleeve with internal threads and external threads. The annular protrusion 501 is formed by integral molding. The first stepped surface a is the lower end surface of the annular protrusion 501. In use, the threaded sleeve 5 is inserted into the subframe bushing, and the single-headed bolt 4 is inserted from another direction and threadedly engaged with the threaded sleeve 5, so that the first stepped surface a is pressed against the vehicle body, pressing the vehicle body 1 and the upper end surface of the subframe bushing together, thereby completing the installation. This belongs to the combined installation structure in the prior art, and will not be described in detail here. The annular protrusion 501 on the threaded sleeve 5 can be formed by any mechanical means in the prior art, and is not limited to integral molding, and will not be described in detail here.

[0025] A second step surface b is formed radially inside the first step surface a, which is lower than the first step surface a. Here, "lower" means lower in the direction towards the subframe, i.e. Figure 1 and Figure 2 The orientation shown; the second step surface b and the upper end surface of the subframe bushing form an anti-slip mating pair in a mutually fitting manner; the anti-slip mating pair refers to the mutually fitting structure formed between two surfaces, that is, a mating pair composed of protrusions and depressions. When sliding, the protrusions and depressions bear the shear force caused by the sliding, thereby having the ability to prevent sliding.

[0026] In this embodiment, the subframe bushing refers to the bushing used to install the subframe onto the vehicle body. It is generally formed by a material with a cushioning effect plus rigid support, such as a non-metallic bushing body (which may have an internal skeleton) and a metal inner liner tube. Of course, it may also be a rigid material with an external vulcanized cushioning layer or other structures, all of which can achieve the effects of installation and cushioning and shock absorption, which will not be elaborated here.

[0027] In this embodiment, the subframe bushing assembly includes a subframe bushing body 6 and a bushing inner liner 3 fitted inside the subframe bushing body. The second step surface b and the upper end surface of the bushing inner liner 3 are interlocked to form the anti-slip mating pair; as shown Figure 2As shown, the inner bushing tube 3 is generally made of aluminum, which has good lightweight characteristics. Of course, steel or other hard materials can also achieve the same purpose, but aluminum is better in terms of weight and cost, so it will not be elaborated here. The subframe bushing body 6 is mainly made of non-metallic elastic material. The manufacturing method and structure of the inner bushing tube 3 and the subframe bushing body 6 are existing technologies, so they will not be elaborated here. The anti-slip mating pair is formed between the second step surface b and the inner bushing tube 3, which is conducive to bearing a large sliding load, and the sliding load is transferred between the two without causing damage to the subframe bushing body 6 and the body 1.

[0028] In this embodiment, the upper end face of the bushing inner liner tube 3 includes a radially outer pressing surface and a radially inner anti-slip surface. The first step surface a presses the vehicle body with the pressing surface, and the second step surface b and the anti-slip surface interlock to form an anti-slip mating pair. Both pressing and anti-slip are applied to the bushing inner liner tube 3, and the load-bearing force is transmitted through the bushing inner liner tube 3, avoiding damage to the subframe bushing body 6 and providing buffering during slippage. This ensures overall consistency while guaranteeing buffering against slippage.

[0029] In this embodiment, the anti-slip mating pair is formed by a plurality of protrusions and / or recesses provided on the second step surface b and a plurality of protrusions and / or recesses provided on the anti-slip surface of the bushing inner liner tube 3, which are correspondingly fitted together. In this structure, a plurality of protrusions, a plurality of recesses, or a plurality of protrusions and recesses can be provided on the second step surface b. Similarly, a plurality of corresponding recesses, a plurality of protrusions, or a plurality of protrusions and recesses should be provided on the anti-slip surface, which ultimately forms a corresponding fitting structure between the protrusions and / or recesses on the second step surface b and the protrusions and / or recesses on the anti-slip surface, thereby forming an anti-slip mating pair.

[0030] In this embodiment, the anti-slip mating pair is formed by a plurality of radially distributed strip-shaped protrusions and / or strip-shaped depressions provided on the second step surface b, and the strip-shaped protrusions and strip-shaped depressions provided on the anti-slip surface of the bushing inner liner tube, correspondingly mating with each other.

[0031] The radially arranged strip-shaped protrusions can be understood as an end-face spline structure, while the radially arranged strip-shaped recesses can be understood as an end-face spline groove structure. When the two are interlocked, they form a relatively dense interlocking structure, which is beneficial for bearing the effect of sliding loads. At the same time, the interlocking structure of the radially arranged strip-shaped protrusions and strip-shaped recesses can withstand sliding loads in all directions. Multiple strip-shaped protrusions and strip-shaped recesses interlock and work together to bear the force, and there will also be a guiding force towards the center of the connector, while the symmetrical forces cancel each other out, which has the function of consuming sliding force, thus having a better load-bearing and anti-slip effect.

[0032] In this embodiment, the protrusion is located on the second step surface b. The root of the protrusion is higher than the pressing surface of the inner liner tube 3 of the bushing, and the top is lower than the pressing surface. The protrusion is set on the second step surface b, which facilitates processing and has the function of actively receiving and transmitting the sliding load during sliding, thus extending the service life of the inner liner tube 3 of the bushing.

[0033] like Figure 2 As shown, the protrusion is the strip-shaped protrusion 502. The root of the strip-shaped protrusion 502 is integrally formed on the second step surface, and the top is the lower end. After the pressing surface is fitted with the car body, a joint surface c is formed between the two (also lower than the root of the strip-shaped protrusion 502 but higher than the top). This joint surface c is the surface that has a tendency to slip. In this structure, when there is a tendency to slip between the car body 1 and the bushing inner liner 3, the slip force acts directly on the strip-shaped protrusion 502, so that the load-bearing strip-shaped protrusion 502 bears shear force. According to the force law of several strip-shaped protrusions 502, several strip-shaped protrusions 502 can jointly bear a large slip force. This structure avoids the problem that the strip-shaped protrusion 502 is easily damaged by directly bearing the overturning torque starting from the root, which is conducive to improving its load-bearing level and extending its service life.

[0034] In this embodiment, a step shaft is formed between the first step surface a and the second step surface b, and the step shaft passes through a subframe mounting hole formed on the vehicle body 1 with a small gap; as shown... Figure 2 As shown, a small clearance fit means that the stepped shaft can meet the requirements of passing through the subframe mounting hole, but the clearance needs to be minimized as much as possible to avoid excessive slippage during use, which could lead to impact and shearing of the threaded sleeve and cause damage. This small clearance fit is a common fit structure in the mechanical field and will not be elaborated on here.

[0035] In this embodiment, the outer radial dimension of the second step surface b does not exceed 2 / 3 of the outer radial dimension of the first step surface a. In actual use, it is necessary to ensure the pressing area of ​​the first step surface a, but the second step surface b also needs to ensure sufficient load-bearing capacity to resist slippage loads. The outer radial dimension of the anti-slip surface does not exceed 2 / 3 of the outer radial dimension of the pressing surface. Similarly, in order to ensure the pressing area between the pressing surface and the vehicle body, it is also necessary to ensure that the anti-slip surface has sufficient load-bearing capacity to resist slippage loads. The various dimensions and proportions mentioned above can be understood by designers in the art based on their functions and in combination with the technical solution of this utility model, and will not be elaborated here.

[0036] In this embodiment, the connection is described using a combination of threaded sleeve 5 and single-headed bolt 4; in actual use, a combination of threaded pin and nut can also be used as the connection, such as... Figure 3 and Figure 4As shown, the first step surface a is the lower end surface of the annular protrusion 5'01 formed by the outer circle of the threaded pin 5', and the strip protrusion 5'02 is provided on the lower end surface; it has the same technical effect; in this structure, the structure of the subframe bushing and the structure of the threaded sleeve 5 may be different, but the basic structure and function are consistent, and will not be described in detail here.

[0037] In this embodiment, the maximum radial dimension of the first step surface is greater than the maximum radial dimension of the bushing inner liner 3, so as to ensure that the first step surface a has sufficient area when pressed onto the vehicle body, so that the pressing force is fully applied to the bushing inner liner 3, thereby ensuring the stability of the connection. The larger area of ​​the first step surface a can also reserve enough space for the second step surface b to ensure the bearing area.

[0038] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. An anti-slip connection assembly for connecting a vehicle subframe to the vehicle body, characterized in that: It includes a connector and a subframe bushing, the connector passing through the subframe bushing for mounting the subframe to the vehicle body, and the connector having a first stepped surface for pressing the vehicle body and the upper end face of the subframe bushing together; A second step surface, lower than the first step surface, is formed on the radial inner side of the first step surface. The second step surface and the upper end surface of the subframe bushing form an anti-slip mating pair in a mutually interlocking manner.

2. The anti-slip connection assembly for connecting an automotive subframe to its body according to claim 1, characterized in that: The subframe bushing assembly includes a subframe bushing body and a bushing inner liner sleeve fitted inside the subframe bushing body. The second stepped surface and the upper end surface of the bushing inner liner sleeve are interlocked to form the anti-slip mating pair.

3. The anti-slip connection assembly for connecting an automotive subframe to its body according to claim 2, characterized in that: The upper end face of the bushing inner liner includes a radially outer pressing surface and a radially inner anti-slip surface. The first stepped surface presses the vehicle body against the pressing surface, and the second stepped surface and the anti-slip surface interlock to form an anti-slip mating pair.

4. The anti-slip connection assembly for connecting an automotive subframe to its body according to claim 3, characterized in that: The anti-slip mating pair is formed by a plurality of protrusions and / or recesses provided on the second step surface and a plurality of protrusions and recesses provided on the anti-slip surface of the bushing inner liner tube, in which the protrusions and recesses are correspondingly fitted together.

5. The anti-slip connection assembly for connecting an automotive subframe to a vehicle body according to claim 4, characterized in that: The anti-slip mating pair is formed by the corresponding mating of a plurality of radially distributed strip-shaped protrusions and / or strip-shaped depressions on the second step surface and a plurality of radially distributed strip-shaped depressions and / or strip-shaped protrusions on the anti-slip surface of the bushing inner liner tube.

6. The anti-slip connection assembly for connecting an automotive subframe to a vehicle body according to claim 4, characterized in that: When the protrusion is located on the second step surface, the root of the protrusion is higher than the pressing surface of the inner liner of the bushing, and the top is lower than the pressing surface.

7. The anti-slip connection assembly for connecting an automotive subframe to a vehicle body according to claim 1, characterized in that: A step shaft is formed between the first step surface and the second step surface, and the step shaft passes through a subframe mounting hole formed on the vehicle body with a small gap.

8. The anti-slip connection assembly for connecting an automotive subframe to a vehicle body according to claim 3, characterized in that: The outer radial dimension of the second step surface does not exceed 2 / 3 of the outer radial dimension of the first step surface; the outer radial dimension of the anti-slip surface does not exceed 2 / 3 of the outer radial dimension of the pressing surface.

9. The anti-slip connection assembly for connecting an automotive subframe to a vehicle body according to claim 1, characterized in that: The connector is a threaded pin, and the first stepped surface is the lower end face of the annular protrusion formed by the outer circle of the threaded pin; or, the connector includes a threaded sleeve and a bolt, and the first stepped surface is the lower end face of the annular protrusion formed by the outer circle of the threaded sleeve.

10. The anti-slip connection assembly for connecting an automotive subframe to a vehicle body according to claim 2, characterized in that: The maximum radial dimension of the first step surface is greater than the maximum radial dimension of the inner liner of the bushing.

Images