Novel rear bushing of automobile chassis subframe

Abstract

The utility model belongs to the technical field of automobile equipment, specifically discloses a novel automobile chassis auxiliary frame rear bushing, include: inner bush, outer bush, rubber body, buffer body, the inner bush bottom is equipped with gasket, the outer bush is equipped with in the inner bush outside, rubber body is equipped between inner bush and outer bush, buffer body is equipped between rubber body and outer bush, wherein, the outer peripheral surface of rubber body is provided with two radial protruding buffer convexities symmetrically, the utility model provides a novel automobile chassis auxiliary frame rear bushing, through multilayer structure design, solves the problem of structure abnormal sound under the big impact of single layer rubber structure, in addition, because the outer peripheral surface of rubber body is provided with two radial protruding buffer convexities symmetrically, and buffer body is equipped between outer bush and rubber body, thereby solve the existing single layer structure and metal piece hard contact lead to the problem of intermediate frequency noise and the abnormal sound problem caused by frequent start and stop.

Description

Technical Field

[0001] This utility model relates to the field of automotive equipment technology, and in particular to a novel rear bushing for an automotive chassis subframe. Background Technology

[0002] As a key load-bearing component connecting the suspension system and the vehicle body, the subframe plays a crucial role in balancing vehicle comfort and handling. Especially in a transverse powertrain layout, the subframe achieves secondary vibration isolation between itself and the vehicle body through the rear bushing. Its performance directly determines: 1. Vibration transmission control: the transmission of low-frequency vibrations (20-50Hz) from the engine to the vehicle body via the subframe; 2. Shock load absorption: the attenuation efficiency of high-frequency impacts (>100Hz) generated by road bumps; 3. Dynamic stiffness matching: the displacement control accuracy under lateral forces when the vehicle is cornering.

[0003] The current mainstream subframe rear bushing uses a single-layer rubber structure, which presents the following technical bottlenecks: the single-layer rubber structure leads to significant low-frequency resonance, and due to its simple structure, it is also prone to structural noise under large impacts. In summary, the existing rear bushing technology suffers from structural noise due to its simple structure under large impacts. Utility Model Content

[0004] This utility model provides a novel rear bushing for automotive chassis subframes, which can solve the problem of structural noise caused by the simple structure of existing rear bushings under large impacts.

[0005] A novel automotive chassis subframe rear bushing, comprising: Inner liner, wherein a gasket is provided at the bottom of the inner liner; An outer bushing, which is fitted over the inner bushing; A rubber body, wherein the rubber body is disposed between the inner bushing and the outer bushing; A buffer body, wherein the buffer body is disposed between the rubber body and the outer bushing; The outer circumference of the rubber body is symmetrically provided with two radially protruding buffer protrusions.

[0006] Furthermore, the bottom of the buffer protrusion is provided with two opposing weight-reducing grooves.

[0007] Furthermore, the side of the buffer protrusion away from the rubber body has a first inclined surface and a second inclined surface that extend continuously from top to bottom; The first inclined surface extends from the upper end of the outer surface of the rubber body in a direction away from the rubber body to the second inclined surface, and the second inclined surface extends from the end of the first inclined surface to the bottom of the buffer protrusion.

[0008] Furthermore, the angle between the plane containing the first inclined plane and the plane containing the second inclined plane is 70-110°.

[0009] Furthermore, a first arc-shaped transition surface is provided at the connection between the first inclined surface and the outer surface of the rubber body.

[0010] Furthermore, a second arc-shaped transition surface is provided at the connection between the first inclined surface and the second inclined surface.

[0011] Furthermore, the lower end of the outer bushing extends outward to form an annular buffer stop, and the outer circumferential surface of the annular buffer stop is evenly distributed with a plurality of first positioning grooves. The gasket is provided with a plurality of second positioning grooves, the positions of which correspond to the first positioning grooves.

[0012] Furthermore, the upper end of the buffer body extends outward to form a first limiting stop edge, the lower end of the buffer body extends outward to form a second limiting stop edge, and the outer liner is sleeved between the first limiting stop edge and the second limiting stop edge.

[0013] Furthermore, the second limiting stop is provided with a plurality of third positioning grooves, the positions of which correspond to the first positioning grooves on the annular buffer stop.

[0014] Furthermore, the buffer body has a ring structure and is tightly filled between the rubber body and the outer bushing.

[0015] Compared with the prior art, the beneficial effects of this utility model are: This utility model provides a novel rear bushing for a vehicle chassis subframe, comprising an inner bushing, an outer bushing, a rubber body, and a buffer body. Through a multi-layer structure design, it solves the problem of structural noise caused by large impacts due to a single-layer rubber structure. In addition, since two radially protruding buffer protrusions are symmetrically arranged on the outer circumference of the rubber body, and the buffer body is located between the outer bushing and the rubber body, it solves the problem of mid-frequency noise caused by hard contact between the existing single-layer structure and metal parts, as well as the problem of abnormal noise caused by frequent start-stop. Attached Figure Description

[0016] 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 1 A schematic diagram of the structure of a novel automotive chassis subframe rear bushing provided by this utility model; Figure 2 A schematic diagram of the structure of a rubber body for a novel automotive chassis subframe rear bushing provided by this utility model; Figure 3 A bottom structural view of the rubber body of a novel automotive chassis subframe rear bushing provided by this utility model; Figure 4 A front view of the structure of a rubber body for a novel automotive chassis subframe rear bushing provided by this utility model; Figure 5 A schematic diagram of the structure of the outer bushing of the rear bushing of a novel automotive chassis subframe provided by this utility model; Figure 6 A schematic diagram of the structure of a novel buffer body for the rear bushing of an automotive chassis subframe provided by this utility model; Figure 7 A schematic diagram of the installation structure of the inner bushing and gasket of a novel automotive chassis subframe rear bushing provided by this utility model. Figure 8 This utility model provides a structural schematic diagram of a novel gasket for the rear bushing of an automotive chassis subframe.

[0017] Explanation of reference numerals in the attached drawings: 1. Inner liner; 2. Outer liner; 3. Rubber body; 4. Gasket; 5. Buffer body; 21. Annular buffer flange; 22. First positioning groove; 31. Buffer protrusion; 32. Weight reduction groove; 33. First inclined surface; 34. Second inclined surface; 35. First arc-shaped transition surface; 36. Second arc-shaped transition surface; 41. Second positioning groove; 51. First limiting flange; 52. Second limiting flange; 53. Third positioning groove; 54. Buffer rib; 55. Buffer cavity. Detailed Implementation

[0018] 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.

[0019] like Figures 1 to 8 As shown, this utility model provides a novel automotive chassis subframe rear bushing, comprising: Inner liner 1, with a gasket 4 at the bottom of the inner liner 1; Outer bushing 2, which is fitted outside the inner bushing 1; Rubber body 3 is disposed between inner bushing 1 and outer bushing 2; Buffer body 5, which is located between rubber body 3 and outer bushing 2; Among them, the outer peripheral surface of the rubber body 3 is symmetrically provided with two radially protruding buffer protrusions 31; The rear bushing consists of an inner bushing 1, an outer bushing 2, a rubber body 3, and a buffer body 5. By adding a buffer body between the rubber body 3 and the outer bushing 2, a three-level buffer structure of rubber body-buffer body-outer bushing is formed, which effectively disperses large impact loads and significantly suppresses structural resonance. In addition, the symmetrically arranged double buffer protrusions 31 form two independent deformation zones. When subjected to radial impact, the protrusion structure generates controllable deformation, improving the uniformity of stress distribution. Moreover, the arrangement of the buffer protrusions 31 automatically adjusts the contact area when dealing with impacts from different directions, maintaining stable handling characteristics. The symmetrical layout of the buffer protrusions 31 forms a dynamic contact surface with the inner wall of the buffer body 5, generating a slight relative sliding during the impact process. Actual testing shows that the NVH performance is significantly improved. Moreover, in this invention, the elastic deformation characteristics of the buffer body 5 combined with the shear deformation of the rubber body 3 improve the overall energy absorption efficiency of the structure, thereby shortening the crack length of the key parts of the rear bushing and extending its service life. This design achieves gradient absorption of impact energy through structural innovation, which fundamentally solves the problem of structural noise under large impact conditions while ensuring the basic vibration isolation performance. It is particularly suitable for the stringent NVH performance requirements of new energy vehicles.

[0020] like Figures 1 to 8 As shown, in some embodiments of this utility model, the bottom of the buffer protrusion 31 is provided with two oppositely arranged weight-reducing grooves 32; The weight-reducing grooves 32 on the double-buffered protrusion structure 31 form two independent working chambers, which automatically adjust the contact area when dealing with impacts from different directions to maintain stable handling characteristics; in addition, it also achieves the purpose of weight reduction.

[0021] like Figures 1 to 8 As shown, in some embodiments of this utility model, the side of the buffer protrusion 31 away from the rubber body 3 has a first inclined surface 33 and a second inclined surface 34 that extend continuously from top to bottom. The first inclined surface 33 extends from the upper end of the outer side of the rubber body 3 in a direction away from the rubber body to the second inclined surface 34, and the second inclined surface 34 extends from the end of the first inclined surface 33 to the bottom of the buffer protrusion 31. The double-sloping structure (first slope 33 and second slope 34) forms a gradual buffer path. The tilt angle of the first slope 33 guides the impact force to be decomposed into radial and tangential components along the slope direction. The second slope 34 achieves energy attenuation by extending the force transmission path. The continuous slope structure forms a dynamic contact area with the inner wall of the buffer body 5. During the impact, the contact area is automatically adjusted with the amount of deformation. In addition, the sloped transition design eliminates the abrupt contact of traditional right-angle structures during impact, achieving silent contact through a smooth geometric transition; moreover, the double-sloped structure forms a spatial triangular stress structure, which can maintain stable deformation characteristics under impact in the longitudinal, transverse and combined directions.

[0022] like Figures 1 to 8As shown, in some embodiments of this utility model, the angle between the plane containing the first inclined plane 33 and the plane containing the second inclined plane 34 is 70-110°. The 70-110° angle range formed by the planes containing the first inclined plane 33 and the second inclined plane 34 can reduce the maximum equivalent stress value, thereby reducing the stress concentration factor and improving the uniformity of the interfacial shear stress distribution between the rubber body 3 and the buffer body 5.

[0023] like Figures 1 to 8 As shown, in some embodiments of this utility model, a first arc-shaped transition surface 35 is provided at the connection between the first inclined surface 33 and the outer side of the rubber body 3. The first arc-shaped transition surface 35 between the first inclined surface 33 and the outer surface of the rubber body 3 significantly reduces the crack propagation rate at the root of the rubber body 3, thereby improving its resistance to impact deformation.

[0024] like Figures 1 to 8 As shown, in some embodiments of this utility model, a second arc-shaped transition surface 36 is provided at the connection between the first inclined surface 33 and the second inclined surface 34; The second arc-shaped transition surface 36 between the first inclined surface 33 and the second inclined surface 34 can eliminate the abrupt stiffness at the transition point of the inclined surface, realize the smooth transmission of impact force, avoid friction noise at the transition point of the inclined surface, and improve NVH performance.

[0025] like Figures 1 to 8 As shown, in some embodiments of this utility model, the lower end of the outer bushing 2 extends outward to form an annular buffer stop 21, and the outer circumferential surface of the annular buffer stop 21 is evenly distributed with a plurality of first positioning grooves 22. The gasket 4 is provided with a plurality of second positioning grooves 41, the positions of which correspond to the first positioning grooves 22; The annular buffer flange 21 of the outer bushing 2 cooperates with the second positioning groove 41 of the gasket 4 through the evenly distributed first positioning groove 22 to form a geometric constraint positioning mechanism, which effectively suppresses the relative rotation between the subframe and the bushing.

[0026] like Figures 1 to 8 As shown, in some embodiments of this utility model, the upper end of the buffer body 5 extends outward to form a first limiting stop 51, the lower end of the buffer body 5 extends outward to form a second limiting stop 52, and the outer bushing 2 is disposed between the first limiting stop 51 and the second limiting stop 52. The first limiting stop 51 and the second limiting stop 52 form a physical stop structure, which limits the displacement range of the outer bushing 2 in the Z direction (axial direction).

[0027] like Figures 1 to 8As shown, in some embodiments of this utility model, the second limiting stop 52 is provided with a plurality of third positioning grooves 53, and the positions of the third positioning grooves 53 correspond to the first positioning grooves 22 on the annular buffer stop 21. The lower bottom edge of the second limiting stop 52 is provided with a buffer rib 54 along the circumferential direction, and a buffer cavity 55 is formed between two adjacent buffer ribs 54. The position of the buffer cavity 55 corresponds to the third positioning groove 53. The third positioning groove 53 and the first positioning groove 22 of the annular buffer side 21 form an axial-radial dual positioning mechanism to construct a three-dimensional spatial positioning network.

[0028] like Figures 1 to 8 As shown, in some embodiments of this utility model, the outer circumferential surface of the outer bushing 2 is recessed inward to form several weight-reducing grooves. The porous design of these weight-reducing grooves not only achieves the purpose of lightweighting, but also forms a "micro-airbag" array, thereby improving its energy absorption rate and impact force transmission rate.

[0029] like Figures 1 to 8 As shown, in some embodiments of this utility model, the buffer body 5 has a ring structure and is tightly filled between the rubber body 3 and the outer bushing 2. The ring-shaped buffer 5 uses a continuous wrapping design to upgrade the impact force from traditional point contact to surface contact. Its ring structure forms a spatially symmetrical force system, which can maintain stable deformation characteristics under impact in the longitudinal, transverse and combined directions.

[0030] This utility model provides a novel rear bushing for a car chassis subframe, which solves the problem of structural noise caused by a single-layer rubber structure under large impacts through a multi-layer structure design.

[0031] 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.

[0032] 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.

[0033] 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.

[0034] 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 rear bushing for an automotive chassis subframe, characterized in that, include: Inner liner (1), the bottom of which is provided with a gasket (4); Outer sleeve (2), the outer sleeve (2) is fitted over the inner sleeve (1); A rubber body (3) is disposed between an inner bushing (1) and an outer bushing (2); A buffer body (5) is disposed between the rubber body (3) and the outer bushing (2); The outer circumference of the rubber body (3) is symmetrically provided with two radially protruding buffer protrusions (31).

2. The novel automotive chassis subframe rear bushing according to claim 1, characterized in that, The bottom of the buffer protrusion (31) is provided with two oppositely arranged weight-reducing grooves (32).

3. The novel automotive chassis subframe rear bushing according to claim 1, characterized in that, The buffer protrusion (31) has a first inclined surface (33) and a second inclined surface (34) extending continuously from top to bottom on one side away from the rubber body (3). The first inclined surface (33) extends from the upper end of the outer side of the rubber body (3) in a direction away from the rubber body to the second inclined surface (34), and the second inclined surface (34) extends from the end of the first inclined surface (33) to the bottom of the buffer protrusion (31).

4. The novel automotive chassis subframe rear bushing according to claim 3, characterized in that, The angle between the plane containing the first inclined plane (33) and the plane containing the second inclined plane (34) is 70-110°.

5. A novel automotive chassis subframe rear bushing according to claim 3, characterized in that, A first arc-shaped transition surface (35) is provided at the connection between the first inclined surface (33) and the outer side of the rubber body (3).

6. A novel automotive chassis subframe rear bushing according to claim 3, characterized in that, A second arc-shaped transition surface (36) is provided at the connection between the first inclined surface (33) and the second inclined surface (34).

7. A novel automotive chassis subframe rear bushing according to claim 1, characterized in that, The lower end of the outer bushing (2) extends outward to form an annular buffer stop (21), and the outer circumferential surface of the annular buffer stop (21) is evenly distributed with a plurality of first positioning grooves (22). The gasket (4) is provided with a plurality of second positioning grooves (41), the positions of the second positioning grooves (41) corresponding to the first positioning grooves (22).

8. A novel automotive chassis subframe rear bushing according to claim 7, characterized in that, The upper end of the buffer body (5) extends outward to form a first limiting stop (51), and the lower end of the buffer body (5) extends outward to form a second limiting stop (52). The outer bushing (2) is disposed between the first limiting stop (51) and the second limiting stop (52).

9. A novel automotive chassis subframe rear bushing according to claim 8, characterized in that, The second limiting stop (52) is provided with a plurality of third positioning grooves (53), the positions of the third positioning grooves (53) are corresponding to the first positioning grooves (22) on the annular buffer stop (21); The bottom edge of the second limiting stop (52) is provided with a buffer rib (54) along the circumferential direction, and a buffer cavity (55) is formed between two adjacent buffer ribs (54). The position of the buffer cavity (55) corresponds to the third positioning groove (53).

10. A novel automotive chassis subframe rear bushing according to claim 1, characterized in that, The buffer body (5) has a ring structure and is tightly filled between the rubber body (3) and the outer bushing (2).

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