Novel front bushing of automobile chassis subframe

Abstract

The utility model belongs to the technical field of automobile parts, specifically discloses a novel front bushing of automobile chassis auxiliary frame, including bushing body, first annular gasket and second annular gasket, the bushing body includes bushing inner tube and bushing outer tube that are coaxially arranged from inside to outside, is equipped with rubber layer between the bushing inner tube and bushing outer tube, first annular gasket, second annular gasket are respectively equipped with both end portions of bushing inner tube. The utility model provides a novel front bushing of automobile chassis auxiliary frame, and its structure includes bushing body, first annular gasket and second annular gasket. The bushing body is composed of bushing inner tube and bushing outer tube, fills rubber layer between bushing inner tube and bushing outer tube, and the three are vulcanized as a whole. Since first annular gasket and second annular gasket are respectively arranged at both end portions of bushing inner tube, the stability of the front bushing structure is ensured, and the design of the buffer body provides more balanced buffering effect for the rubber layer.

Description

Technical Field

[0001] This utility model relates to the field of automotive component technology, and in particular to a novel front bushing for automotive chassis subframes. Background Technology

[0002] In automotive chassis systems, the connection structure between the subframe and the body has a crucial impact on the overall NVH (noise, vibration, and harshness) performance and driving stability. To achieve multi-stage attenuation of vibration energy, the front bushing, as a core elastic element, is widely installed at the subframe-body connection point, undertaking a secondary vibration isolation function. Its performance directly affects ride comfort and handling stability.

[0003] The existing front bushing structure of the automotive rear subframe generally includes an inner core, an outer sleeve, and a rubber body located between the inner core and the outer sleeve. This front bushing design has the following problems in actual use: First, during vehicle operation (especially when driving on bumpy roads or during stop-and-go conditions), traditional bushings are prone to abnormal frictional noise due to stress concentration at the bonding interface between the internal rubber and the outer sleeve, and material fatigue, severely reducing cabin quietness. Second, the existing bushing's rubber hardness distribution and cavity structure have limited damping effect on mid-to-high frequency vibrations, resulting in insufficient energy attenuation from road surface excitation to the vehicle body, causing problems such as steering wheel vibration and seat vibration.

[0004] In summary, the existing front bushing structure suffers from problems such as generating abnormal friction noise and poor vehicle handling stability. Utility Model Content

[0005] This invention provides a novel front bushing for a car chassis subframe, which can solve the problems of abnormal friction noise and poor vehicle handling stability in the existing front bushing structure.

[0006] A novel front bushing for a vehicle chassis subframe includes a bushing body, a first annular gasket, and a second annular gasket. The bushing body includes an inner bushing tube and an outer bushing tube arranged coaxially from the inside to the outside. A rubber layer is provided between the inner bushing tube and the outer bushing tube. The first annular gasket and the second annular gasket are respectively provided at both ends of the inner bushing tube. The upper end of the inner surface of the bushing inner tube is provided with an annular groove, and the lower bottom surface of the first annular gasket is provided with an annular boss that matches the annular groove.

[0007] Furthermore, the top of the first annular gasket has several strip-shaped protrusions along the circumferential direction.

[0008] Furthermore, the strip-shaped protrusion is perpendicular to the axial direction of the first annular gasket.

[0009] Furthermore, the number of the strip-shaped protrusions is 14-30.

[0010] Furthermore, the top surface of the second annular gasket is provided with two limiting protrusions; The inner circumferential surface of the bushing inner tube is provided with a first groove that matches the limiting protrusion.

[0011] Furthermore, a buffer body is provided between the rubber layer and the outer bushing tube.

[0012] Furthermore, the upper and lower ends of the buffer body are provided with limiting bosses, and the outer tube of the bushing is fitted between the two limiting bosses.

[0013] Furthermore, the inner circumferential surface of the bushing outer tube protrudes inward to form a protrusion, and the outer circumferential surface of the buffer body is provided with a second groove that matches the protrusion.

[0014] Furthermore, a first weight-reducing groove is formed on the outer circumferential surface of the bushing outer tube at the position corresponding to the protrusion.

[0015] Furthermore, the outer circumferential surface of the second annular gasket is provided with a plurality of second weight-reducing grooves.

[0016] Compared with the prior art, the beneficial effects of this utility model are: 1. This utility model provides a novel front bushing for an automotive chassis subframe, comprising a bushing body, a first annular gasket, and a second annular gasket. The bushing body consists of an inner bushing tube and an outer bushing tube, with a rubber layer filling the space between them, and all three are vulcanized into a single unit. Because the first and second annular gaskets are respectively located at both ends of the inner bushing tube, the stability of the front bushing structure is ensured. Combined with the design of the buffer body, this provides a more balanced cushioning effect for the rubber layer.

[0017] 2. This utility model provides a novel front bushing for a car chassis subframe. An annular groove is formed at the upper end of the inner surface of the bushing's inner tube, and an annular boss that mates with the annular groove is integrally formed on the lower bottom surface of the first annular gasket. This allows the annular boss to be fitted into the annular groove, ensuring a secure connection. This design not only solves the connection problem between the bushing's inner tube and the annular boss but also effectively addresses the issue of abnormal noise easily generated by traditional rear subframe bushing structures, improving ride comfort and stability. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of the present invention and form part of this application, illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the present invention and do not constitute an undue limitation thereof. In the drawings: Figure 1A schematic diagram of the structure of a novel front bushing for an automotive chassis subframe provided by this utility model; Figure 2 A schematic diagram of the installation structure of the inner tube of the bushing of the front bushing of the automotive chassis subframe, and the first and second annular gaskets, provided for this utility model. Figure 3 A schematic diagram of the inner tube of the bushing of a novel front bushing of an automotive chassis subframe provided by this utility model; Figure 4 A front view of the structure of the first annular gasket of a novel automotive chassis subframe front bushing provided by this utility model; Figure 5 A schematic diagram of the structure of the second annular gasket of a novel automotive chassis subframe front bushing provided by this utility model; Figure 6 A bottom structural view of the inner tube of the bushing of a novel front bushing for an automotive chassis subframe, provided for this utility model. Figure 7 A schematic diagram of the structure of a novel buffer body for the front bushing of an automotive chassis subframe provided by this utility model; Figure 8 This utility model provides a structural schematic diagram of the outer tube of the bushing of a novel front bushing for an automotive chassis subframe.

[0019] Explanation of reference numerals in the attached drawings: 1. Bushing body; 2. First annular gasket; 3. Second annular gasket; 4. Inner bushing tube; 5. Outer bushing tube; 6. Rubber layer; 7. Buffer body; 21. Annular boss; 22. Strip-shaped protrusion; 31. Limiting protrusion; 32. Second weight-reducing groove; 41. Annular groove; 42. First groove; 51. Protrusion; 52. First weight-reducing groove; 71. Limiting boss; 72. Second groove. Detailed Implementation

[0020] The specific embodiments of this utility model are described in detail below, but it should be understood that the protection scope of this utility model is not limited to the specific embodiments.

[0021] like Figures 1 to 8 As shown, the present invention provides a novel front bushing for a vehicle chassis subframe, comprising a bushing body 1, a first annular gasket 2, and a second annular gasket 3. The bushing body 1 includes an inner bushing tube 4 and an outer bushing tube 5 arranged coaxially from the inside to the outside. A rubber layer 6 is provided between the inner bushing tube 4 and the outer bushing tube 5. The first annular gasket 2 and the second annular gasket 3 are respectively provided at both ends of the inner bushing tube 4. An annular groove 41 is provided at the upper end of the inner surface of the bushing inner tube 4, and an annular boss 21 that matches the annular groove 41 is provided on the lower bottom surface of the first annular gasket 2. Among them, a buffer body 7 is provided between the rubber layer 6 and the bushing outer tube 5. The upper and lower ends of the buffer body 7 are provided with limiting bosses 71, and the bushing outer tube 5 is fitted between the two limiting bosses 71.

[0022] This new type of automotive chassis subframe front bushing is mainly used between the subframe and the body to provide secondary vibration isolation. It is typically used in transverse powertrain layouts. It supports suspension and powertrain loads, isolates vibrations and noise from the subframe, and provides auxiliary functions. It also bears powertrain torque, provides static support for the powertrain, bears steering and suspension loads, and isolates engine and road excitations.

[0023] The novel automotive chassis subframe front bushing comprises a bushing body 1, a first annular gasket 2, and a second annular gasket 3. The bushing body 1 consists of an inner bushing tube 4 and an outer bushing tube 5, with a rubber layer 6 filling the space between the inner bushing tube 4 and the outer bushing tube 5. The three components are vulcanized into a single unit.

[0024] In particular, buffer bodies 7 are designed on the upper and lower surfaces of the rubber body, and limiting bosses 71 are provided at the upper and lower ends of the outer surface of the buffer body 7. The limiting bosses 71 are located on the upper and lower sides of the bushing outer tube 5 to reduce abnormal noise during movement.

[0025] In addition, since the first annular gasket 2 and the second annular gasket 3 are respectively located at both ends of the inner tube 4 of the bushing, the stability of the front bushing structure is ensured. Combined with the design of the buffer body 7, it provides a more balanced buffering effect for the rubber layer 6.

[0026] Because the upper end of the inner surface of the bushing inner tube 4 is provided with an annular groove 41, and the bottom surface of the first annular gasket 2 is integrally formed with an annular boss 21 that matches the annular groove 41, the annular boss 21 can be fit into the annular groove 41. That is, the annular boss 21 can be riveted to the annular groove 41 to ensure a firm connection. This design not only solves the connection problem between the bushing inner tube 4 and the annular boss 21, but also effectively solves the problem of abnormal noise that is easy to be generated by the traditional rear subframe bushing structure, thus improving the comfort and stability of the ride.

[0027] Specifically, since the abnormal noise of traditional bushings mostly originates from the direct friction between the end of the inner tube and the rubber layer (especially under axial impact conditions), the present invention provides a novel front bushing for a car chassis subframe. By setting a first annular gasket 2 and a second annular gasket 3 at both ends of the inner tube 4 of the bushing, respectively, as an isolation barrier, the contact area between the end face of the inner tube 4 of the bushing and the rubber layer 6 is covered, thereby eliminating the abnormal noise caused by small-amplitude slippage and improving quietness. In addition, the first annular gasket 2 and the second annular gasket 3 can disperse the end stress of the inner tube 4 of the bushing, thereby extending the service life of the front bushing.

[0028] like Figures 1 to 8As shown, in some embodiments of this utility model, the top of the first annular gasket 2 is integrally formed with a plurality of strip-shaped protrusions 22 along the circumferential direction; Specifically, the strip-shaped protrusion 22 is perpendicular to the axial direction of the first annular gasket 2; The strip-shaped protrusion 22 is provided. When a small vibration is transmitted to the protrusion area, the strip-shaped protrusion 22 can act as an independent deformation unit to form a low-stiffness flexible response, thereby improving comfort. When a large impact is transmitted to the protrusion area, it can suppress the risk of breakdown and make up for the shortcoming of the bushing inner tube 4 in attenuating high-frequency vibrations, thereby improving the service life of the front bushing.

[0029] like Figures 1 to 8 As shown, in some embodiments of this utility model, the number of strip-shaped protrusions 22 is 14-30; By limiting the number of the strip-shaped protrusions 22, the vibration dissipation of the strip-shaped protrusions 22 can be maximized when the number of the strip-shaped protrusions 22 is limited to a certain range.

[0030] like Figures 1 to 8 As shown, in some embodiments of this utility model, the top surface of the second annular gasket 3 is integrally formed with two limiting protrusions 31; The inner circumferential surface of the bushing inner tube 4 is provided with a first groove 42 that matches the limiting protrusion 31; With the setting of the limiting protrusion 31 and the first groove 42, the limiting protrusion 31 can be adapted to be placed in the first groove 42, which facilitates the assembly of the second annular gasket 3 with the bushing inner tube 4, improves its assembly stability, enhances the cushioning effect during subsequent use, and improves the comfort and stability of the ride.

[0031] like Figures 1 to 8 As shown, in some embodiments of this utility model, the inner circumferential surface of the bushing outer tube 5 protrudes inward to form a protrusion 51, and the outer circumferential surface of the buffer body 7 is provided with a second groove 72 that matches the protrusion 51. The buffer body 7 is provided to play a secondary buffering role, further absorbing and attenuating the impact energy transmitted by the rubber layer 6, achieving a multi-level buffering effect, significantly improving the ability to suppress large vibrations and impact loads, and optimizing the vehicle's ride comfort and handling stability. Because a protrusion 51 is formed on the inner circumferential surface of the bushing outer tube 5, and a second groove 72 that matches the protrusion 51 is provided on the outer circumferential surface of the buffer body 7, a mechanical interlocking structure is formed between the protrusion 51 and the second groove 72, which firmly locks the position of the buffer body 7 relative to the bushing outer tube 5. This plays a positioning and guiding role during the assembly process, ensuring that the buffer body 7 and the bushing outer tube 5 are quickly and accurately assembled into place, improving production efficiency and product consistency. It can also effectively prevent the buffer body 7 from shifting or falling off under complex working conditions, greatly improving the overall structural stability of the front bushing. The fit between the protrusion 51 and the second groove 72 can transmit and disperse stress more evenly, avoiding excessive stress concentration in local areas of the rubber layer 6 or the buffer 7. This reduces the possibility of the rubber layer 6 accelerating fatigue, cracking or aging due to stress concentration, thereby extending the service life of the rubber layer 6 and thus extending the service life of the entire front bushing. A first weight-reducing groove 52 is provided on the outer circumferential surface of the bushing outer tube 5 at the position corresponding to the protrusion 51; The outer tube of the bushing 5 has a first weight reduction groove 52. This design can accurately remove redundant materials and achieve weight reduction of the component without affecting the connection and interlock between the buffer body 7 and the outer tube of the bushing 5.

[0032] like Figures 1 to 8 As shown, in some embodiments of this utility model, a plurality of second weight-reducing grooves 32 are formed on the outer circumferential surface of the second annular gasket 3; Several second weight-reducing grooves 32 are provided on the second annular gasket 3 to achieve a lightweight design of the second annular gasket 3, thereby reducing the cost of the front bushing.

[0033] This utility model provides a novel front bushing for an automotive chassis subframe, comprising a bushing body 1, a first annular gasket 2, and a second annular gasket 3. The bushing body 1 consists of an inner bushing tube 4 and an outer bushing tube 5, with a rubber layer 6 filling the space between them. All three components are vulcanized into a single unit. Because the first annular gasket 2 and the second annular gasket 3 are respectively located at both ends of the inner bushing tube 4, the stability of the front bushing structure is ensured. Combined with the design of the buffer body 7, this provides a more balanced cushioning effect for the rubber layer 6. Furthermore, since an annular groove 41 is provided at the upper end of the inner surface of the bushing inner tube 4, and an annular boss 21 that mates with the annular groove 41 is integrally formed on the lower bottom surface of the first annular gasket 2, the annular boss 21 can be fitted into the annular groove 41 in a suitable manner, that is, the annular boss 21 can be riveted to the annular groove 41 to ensure a firm connection. This design not only solves the connection problem between the bushing inner tube 4 and the annular boss 21, but also effectively solves the problem of abnormal noise easily generated by the traditional rear subframe bushing structure, improving the comfort and stability of the ride. Finally, buffer bodies 7 are designed on the upper and lower surfaces of the rubber body, and limiting bosses 71 are provided at the upper and lower ends of the outer surface of the buffer body 7. The limiting bosses 71 are located on the upper and lower sides of the bushing outer tube 5, respectively, to reduce abnormal noise during movement.

[0034] The above-disclosed embodiments are only a few specific examples of the present utility model. However, the embodiments of the present utility model are not limited thereto. Any changes that can be conceived by those skilled in the art should fall within the protection scope of the present utility model.

[0035] In the description of this utility model, it should be noted that the terms "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this utility model is in use. They are used only for the convenience of describing this utility model and for 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. Furthermore, the terms "first," "second," and "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0036] In the description of this utility model, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0037] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set" and "connection" 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. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

Claims

1. A novel front bushing for an automotive chassis subframe, characterized in that, The bushing includes a bushing body (1), a first annular gasket (2) and a second annular gasket (3). The bushing body (1) includes an inner bushing tube (4) and an outer bushing tube (5) arranged coaxially from the inside to the outside. A rubber layer (6) is provided between the inner bushing tube (4) and the outer bushing tube (5). The first annular gasket (2) and the second annular gasket (3) are respectively provided at both ends of the inner bushing tube (4). The upper end of the inner surface of the bushing inner tube (4) is provided with an annular groove (41), and the lower bottom surface of the first annular gasket (2) is provided with an annular boss (21) that cooperates with the annular groove (41).

2. The novel automotive chassis subframe front bushing according to claim 1, characterized in that, The top of the first annular gasket (2) has several strip-shaped protrusions (22) along the circumferential direction.

3. The novel automotive chassis subframe front bushing according to claim 2, characterized in that, The strip-shaped protrusion (22) is perpendicular to the axial direction of the first annular gasket (2).

4. A novel front bushing for an automotive chassis subframe according to claim 2, characterized in that, The number of strip-shaped protrusions (22) is 14-30.

5. A novel front bushing for an automotive chassis subframe according to claim 1, characterized in that, The top surface of the second annular gasket (3) is provided with two limiting protrusions (31); The inner circumferential surface of the bushing inner tube (4) is provided with a first groove (42) that matches the limiting protrusion (31).

6. The novel automotive chassis subframe front bushing according to claim 1, characterized in that, A buffer body (7) is also provided between the rubber layer (6) and the bushing outer tube (5).

7. A novel front bushing for an automotive chassis subframe according to claim 6, characterized in that, The upper and lower ends of the buffer body (7) are provided with limiting bosses (71), and the bushing outer tube (5) is provided between the two limiting bosses (71).

8. A novel front bushing for an automotive chassis subframe according to claim 6, characterized in that, The inner circumferential surface of the bushing outer tube (5) protrudes inward to form a protrusion (51), and the outer circumferential surface of the buffer body (7) is provided with a second groove (72) that matches the protrusion (51).

9. A novel front bushing for an automotive chassis subframe according to claim 8, characterized in that, The outer circumferential surface of the bushing tube (5) is provided with a first weight-reducing groove (52) at the position corresponding to the protrusion (51).

10. A novel front bushing for an automotive chassis subframe according to claim 1, characterized in that, The outer circumferential surface of the second annular gasket (3) is provided with a plurality of second weight-reducing grooves (32).

Images