Automobile chassis swing arm front bushing

Abstract

The utility model discloses a kind of automobile chassis swing arm front bushings, belong to automobile accessories field, including main spring assembly and at least one independent end buffer pad assembly, the end buffer pad assembly is detachably installed in the axial end of main spring assembly;The main spring assembly includes inner tube, rubber main spring and outer tube component, inner tube is hollow cylinder structure, and rubber main spring is made of elastic material;Outer tube component is two symmetrical half circular ring outer tubes, and predetermined gap is equipped between two half circular ring outer tubes;The end buffer pad assembly includes gasket skeleton and buffer rubber pad;Gasket skeleton is annular metal sheet part;Buffer rubber pad covers the inner edge, outer edge and at least one end face of gasket skeleton;The outer edge of buffer rubber pad forms protruding buffer lip edge.The utility model has excellent durability and anti-noise performance, greatly reduces the wear of main spring end;With modular design advantage, when needed, can be replaced individually, reduce maintenance cost.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts, specifically a front bushing for a car chassis control arm. Background Technology

[0002] In automotive suspension systems, the control arm, also known as the swing arm, is a crucial component connecting the wheels and the vehicle body. It is responsible for transmitting longitudinal and lateral forces, supporting part of the vertical load, and controlling the wheel's trajectory relative to the vehicle body. It has a vital impact on the vehicle's handling stability and ride comfort (NVH). Modern automobiles, especially those emphasizing handling performance, often employ a "double-bushing, single-ball-joint" triangular arm structure for their control arm assemblies. The front bushing of the control arm is typically located near the vehicle body and primarily bears the longitudinal and lateral loads from the wheels. This requires the front bushing to not only provide sufficient radial stiffness to support the load and ensure handling precision, but also good axial torsional flexibility to absorb road impacts, improve NVH performance, and meet durability requirements.

[0003] Traditional one-piece vulcanized control arm bushings integrate the metal frame and rubber into a single unit through a one-time vulcanization process. This structure suffers from the following drawbacks: Durability and noise issues: The axial end of the bushing typically contacts and rubs directly against the mounting hole of the control arm swing arm. After prolonged exposure to complex alternating loads and torsional motion, the rubber at this contact point is prone to wear, cracking, and even peeling. This not only reduces the bushing's service life, but the wear debris or direct metal shavings can also cause abnormal noise, severely impacting NVH quality. Material and process limitations: Traditional one-piece bushings place high demands on the formability and vulcanization compatibility of the inner and outer tube materials, limiting the flexibility of material selection. For example, if the outer tube requires specific anti-corrosion treatment, it may be affected by the high vulcanization temperatures. The inner tube needs to maintain adhesion to the rubber, which also restricts material selection. Insufficient cushioning design: For the contact impact between the bushing end and the mounting hole, traditional structures lack a dedicated, optimizable cushioning element, relying mainly on the extension of the main spring rubber body itself. This results in limited cushioning effectiveness and easily leads to stress concentration at the end of the main spring.

[0004] Therefore, developing a control arm front bushing that can meet the requirements of handling stability, significantly improve durability, eliminate the hidden danger of abnormal noise, and has more flexible material selection has important engineering application value. Utility Model Content

[0005] The purpose of this utility model is to provide a front bushing for a car chassis control arm to address the problems mentioned in the background section.

[0006] To achieve the above objectives, this utility model provides the following technical solution: A front bushing for a car chassis control arm includes a main spring assembly and at least one independent end buffer pad assembly. The end buffer pad assembly is detachably mounted on the axial end of the main spring assembly. The main spring assembly includes an inner tube, a rubber main spring, and an outer tube assembly. The inner tube is a hollow cylindrical structure, and the rubber main spring is made of an elastic material. The outer tube assembly consists of two symmetrical semi-circular annular outer tubes with a predetermined gap between them. The end buffer pad assembly includes a gasket skeleton and a buffer rubber pad. The gasket skeleton is an annular metal plate. The buffer rubber pad covers the inner edge, outer edge, and at least one end face of the gasket skeleton. The outer edge of the buffer rubber pad forms a raised buffer lip.

[0007] Furthermore, the inner tube is made of 40Cr alloy steel or 10B21 boron steel; the outer tube assembly is made of 20# carbon steel or 6061-T6 aluminum alloy; and the gasket skeleton is made of SPHC hot-rolled steel plate.

[0008] Furthermore, the materials of the rubber main spring and the buffer rubber pad are one or more composites of natural rubber, styrene-butadiene rubber, chloroprene rubber, or ethylene propylene diene monomer (EPDM) rubber.

[0009] Furthermore, the gap between the two semi-circular outer tubes is 0.5-5mm.

[0010] Furthermore, the cross-sectional shape of the buffer lip is arc-shaped, trapezoidal, or rectangular, and its height is 1-8mm.

[0011] Furthermore, the thickness of the gasket skeleton is 1-3mm, and its inner diameter is 0.05-0.3mm larger than the outer diameter of the inner tube.

[0012] Furthermore, there are two end buffer pad assemblies, which are respectively installed at both ends of the main spring assembly.

[0013] Furthermore, the hardness of the buffer rubber pad is 50-80 Shore A, the hardness of the rubber main spring is 60-90 Shore A, and the hardness of the buffer rubber pad is lower than that of the rubber main spring.

[0014] Furthermore, the inner surface of the inner tube is provided with anti-slip textures or keyway structures.

[0015] Furthermore, the outer surface of the outer tube assembly is provided with an anti-corrosion coating, which is one of a zinc plating layer, a nickel plating layer, a Dacromet coating, or a powder coating.

[0016] Compared with the prior art, the beneficial effects of this utility model are: This invention boasts superior durability and noise reduction performance. The independent buffer pad assembly transforms the direct contact between the main spring rubber and the mounting hole into a flexible contact via the buffer lip, significantly reducing wear on the main spring end. The buffer lip effectively absorbs minute displacements and vibrations caused by axial torsion, preventing direct friction and collision between metal and rubber or metal and metal. Even if the buffer rubber pad wears, it will not immediately affect the structural integrity of the main spring, significantly extending the overall service life of the bushing.

[0017] This invention offers high flexibility in material selection. The inner tube is made of 40Cr or 10B21 steel; the former boasts high strength and excellent overall performance, while the latter offers superior formability, making it suitable for mass production. The outer tube features a split design, allowing for the use of 20# steel or 6061-T6 aluminum alloy. The most suitable surface anti-corrosion treatment can be applied after the outer tube is formed, without being limited by the vulcanization process. The gasket skeleton is made of SPHC steel plate, which is low-cost, has good formability, and moderate hardness, providing sufficient support while also ensuring good bonding with the rubber.

[0018] This invention features an optimized performance design. The main spring assembly, through precise design of the rubber compound and the gap of the semi-circular outer tube, allows for independent adjustment of radial translational stiffness and axial torsional stiffness, ensuring handling stability. The buffer pad assembly can be individually designed with its rubber hardness and lip shape, specifically optimizing cushioning and friction reduction performance to improve NVH performance. The difference in hardness between the main spring and the buffer pad—with the buffer pad being softer—achieves a balance between rigidity and flexibility, ensuring both support stiffness and providing good cushioning.

[0019] This invention features a modular design, allowing the main spring assembly and the buffer pad assembly to be manufactured and inspected separately, facilitating quality control. The buffer pad assembly, being a consumable part, can be replaced individually when needed, reducing maintenance costs. The assembly process is simple and reliable, completed through press fitting, resulting in high production efficiency. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of a front bushing for a car chassis control arm.

[0021] Figure 2 This is a schematic diagram of the structure of a buffer rubber pad in the front bushing of a car chassis control arm.

[0022] Figure 3 This is a top view of a buffer rubber pad in the front bushing of a car chassis control arm.

[0023] In the diagram: 1. Main spring assembly; 2. End buffer pad assembly; 11. Inner tube; 12. Rubber main spring; 13. Semi-circular outer tube; 21. Gasket skeleton; 22. Buffer rubber pad. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings showing multiple embodiments according to this application. It should be understood that the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. All other embodiments obtained by those skilled in the art based on the embodiments described in this application without creative effort will fall within the scope of protection of this application.

[0025] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing specific embodiments only and is not intended to limit this application; the terms "comprising," "including," "having," "containing," etc., in the description, claims, and accompanying drawings of this application are open-ended terms. Therefore, "comprising," "including," or "having" refers to, for example, a method or apparatus having one or more steps or elements, but is not limited to having only these one or more elements. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0026] In the description of this invention, it should be understood that the terms "upper", "lower", "left", "right", "front", "rear", 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 invention 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 invention.

[0027] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" 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 direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0028] It should be emphasized that when the term "comprising / including" is used in this specification, it is used to explicitly indicate the presence of the stated feature, integer, step, or component, but does not exclude the presence or addition of one or more other features, integers, steps, parts, or groups of features, integers, steps, or parts.

[0029] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0030] This invention, while ensuring that the bushing has the required radial translational stiffness and axial torsional stiffness to guarantee the vehicle's handling, focuses on solving the problems of end wear and abnormal noise, extending service life, and improving the flexibility of material selection and process design.

[0031] Please see Figure 1-3 A front bushing for a car chassis control arm includes a main spring assembly 1 and at least one independent end buffer pad assembly 2, the end buffer pad assembly 2 being detachably mounted on the axial end of the main spring assembly 1. The main spring assembly includes an inner tube 11, a rubber main spring 12, and an outer tube assembly. The inner tube 11 is a hollow cylindrical structure and serves as the mounting and connecting shaft for the bushing. The rubber main spring 12 is made of elastic material and is tightly wrapped around the outer periphery of the inner tube through a vulcanization process. The outer tube assembly consists of two symmetrical semi-circular outer tubes 13, with a predetermined gap between the two semi-circular outer tubes 13. The outer tube assembly is bonded to the outer periphery of the rubber main spring through a vulcanization process. The end buffer pad assembly 2 includes a pad frame 21 and a buffer rubber pad 22; the pad frame 21 is an annular metal plate; the buffer rubber pad 22 is integrated with the pad frame through a vulcanization process, covering the inner edge, outer edge and at least one end face of the pad frame. The outer edge of the cushioning rubber pad 22 forms a raised cushioning lip.

[0032] This invention boasts superior durability and noise reduction performance. The independent buffer pad assembly transforms the direct contact between the main spring rubber and the mounting hole into a flexible contact via the buffer lip, significantly reducing wear on the main spring end. The buffer lip effectively absorbs minute displacements and vibrations caused by axial torsion, preventing direct friction and collision between metal and rubber or metal and metal. Even if the buffer rubber pad wears, it will not immediately affect the structural integrity of the main spring, significantly extending the overall service life of the bushing.

[0033] This invention features an optimized performance design. The main spring assembly, through precise design of the rubber compound and the gap of the semi-circular outer tube, allows for independent adjustment of radial translational stiffness and axial torsional stiffness, ensuring handling stability. The buffer pad assembly can be individually designed with its rubber hardness and lip shape, specifically optimizing cushioning and friction reduction performance to improve NVH performance. The difference in hardness between the main spring and the buffer pad—with the buffer pad being softer—achieves a balance between rigidity and flexibility, ensuring both support stiffness and providing good cushioning.

[0034] This invention features a modular design, allowing the main spring assembly and the buffer pad assembly to be manufactured and inspected separately, facilitating quality control. The buffer pad assembly, being a consumable part, can be replaced individually when needed, reducing maintenance costs. The assembly process is simple and reliable, completed through press fitting, resulting in high production efficiency.

[0035] This invention is particularly suitable for the front bushing position of a double-bushing single-ball-joint delta arm, effectively addressing the complex stress conditions at this location. It can be specifically optimized by adjusting parameters such as materials, clearance, and rubber hardness according to the performance requirements of different vehicle models.

[0036] Furthermore, the inner tube 11 is made of 40Cr alloy steel or 10B21 boron steel; the outer tube assembly is made of 20# carbon steel or 6061-T6 aluminum alloy; and the gasket skeleton 21 is made of SPHC hot-rolled steel plate.

[0037] This invention offers high flexibility in material selection. The inner tube is made of 40Cr or 10B21; the former has high strength and good overall performance, while the latter has excellent formability and is suitable for mass production. The outer tube adopts a split design and can be made of 20# steel or 6061-T6 aluminum alloy.

[0038] Furthermore, the materials of the rubber main spring 12 and the buffer rubber pad 22 are one or more composites of natural rubber, styrene-butadiene rubber, chloroprene rubber or EPDM rubber.

[0039] The design of the rubber main spring 12 and the buffer rubber pad 22 allows for independent adjustment of radial translational stiffness and axial torsional stiffness, ensuring handling stability and providing good cushioning.

[0040] Furthermore, the gap between the two semi-circular annular outer tubes 13 is 0.5-5mm, preferably 1-3mm.

[0041] The main spring assembly allows for independent adjustment of radial translational stiffness and axial torsional stiffness through precise design of the rubber compound and the gap between the semi-circular outer tube.

[0042] Furthermore, the cross-sectional shape of the buffer lip is arc-shaped, trapezoidal, or rectangular, and its height is 1-8mm, preferably 2-5mm.

[0043] The cushioning pad assembly can be individually designed with its rubber hardness and lip shape to specifically optimize cushioning and friction reduction performance and improve NVH performance.

[0044] Furthermore, the thickness of the gasket skeleton 21 is 1-3mm, and its inner diameter is 0.05-0.3mm larger than the outer diameter of the inner tube, forming a clearance fit or an interference fit.

[0045] The gasket skeleton 21 ensures the safe installation of the buffer rubber pad 22, increases safety, and facilitates the use of the device.

[0046] Furthermore, there are two end buffer pad assemblies, which are respectively installed at both ends of the main spring assembly.

[0047] Two safeguards ensure the safety of both ends of the device and extend its service life.

[0048] Furthermore, the hardness of the buffer rubber pad 22 is 50-80 Shore A, the hardness of the rubber main spring 12 is 60-90 Shore A, and the hardness of the buffer rubber pad 22 is lower than the hardness of the rubber main spring 12.

[0049] The rubber main spring 12 and the buffer rubber pad 22 ensure excellent elasticity and increase safety.

[0050] Furthermore, the inner surface of the inner tube 11 is provided with anti-slip texture or keyway structure.

[0051] The design of anti-slip texture or keyway structure ensures the safety of rubber main spring 12 installation, avoids slippage, increases safety, and facilitates the use of the device.

[0052] Furthermore, the outer surface of the outer tube assembly is provided with an anti-corrosion coating, which is one of a zinc plating layer, a nickel plating layer, a Dacromet coating, or a powder coating.

[0053] After the outer tube is formed, it undergoes the most suitable surface anti-corrosion treatment, which is not limited by the vulcanization process. The gasket skeleton is made of SPHC steel plate, which is low in cost, has good formability, and moderate hardness, providing sufficient support and good bonding with rubber.

[0054] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects; the scope of this invention is defined by the appended claims rather than the foregoing description; and thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0055] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution; this narrative style is merely for clarity; those skilled in the art should consider the specification as a whole; the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A front bushing for a car chassis control arm, characterized in that, The device includes a main spring assembly (1) and at least one independent end buffer pad assembly (2), the end buffer pad assembly (2) being detachably mounted on the axial end of the main spring assembly (1); the main spring assembly includes an inner tube (11), a rubber main spring (12) and an outer tube assembly, the inner tube (11) being a hollow cylindrical structure, the rubber main spring (12) being made of elastic material; the outer tube assembly being composed of two symmetrical semi-circular annular outer tubes (13), with a predetermined gap between the two semi-circular annular outer tubes (13); the end buffer pad assembly (2) includes a gasket skeleton (21) and a buffer rubber pad (22); the gasket skeleton (21) is an annular metal plate; the buffer rubber pad (22) covers the inner edge, outer edge and at least one end face of the gasket skeleton (21); the outer edge of the buffer rubber pad (22) forms a raised buffer lip.

2. The front bushing of a car chassis control arm according to claim 1, characterized in that, The inner tube (11) is made of 40Cr alloy steel or 10B21 boron steel; the outer tube assembly is made of 20# carbon steel or 6061-T6 aluminum alloy; and the gasket skeleton (21) is made of SPHC hot-rolled steel plate.

3. The front bushing of a car chassis control arm according to claim 1, characterized in that, The materials of the rubber main spring (12) and the buffer rubber pad (22) are one or more composites of natural rubber, styrene-butadiene rubber, chloroprene rubber or ethylene propylene diene monomer rubber.

4. The front bushing of a car chassis control arm according to claim 3, characterized in that, The gap between the two semi-circular outer tubes (13) is 0.5-5 mm.

5. The front bushing of a car chassis control arm according to claim 4, characterized in that, The cross-sectional shape of the buffer lip is arc-shaped, trapezoidal, or rectangular, and its height is 1-8mm.

6. The front bushing of a car chassis control arm according to claim 5, characterized in that, The thickness of the gasket skeleton (21) is 1-3mm, and its inner diameter is 0.05-0.3mm larger than the outer diameter of the inner tube.

7. The front bushing of a car chassis control arm according to claim 6, characterized in that, There are two end buffer pad assemblies (2), which are respectively installed at both ends of the main spring assembly (1).

8. The front bushing of a car chassis control arm according to claim 7, characterized in that, The hardness of the buffer rubber pad (22) is 50-80 Shore A, the hardness of the rubber main spring (12) is 60-90 Shore A, and the hardness of the buffer rubber pad (22) is lower than that of the rubber main spring (12).

9. The front bushing of a car chassis control arm according to claim 8, characterized in that, The inner surface of the inner tube (11) is provided with anti-slip texture or keyway structure.

10. The front bushing of a car chassis control arm according to claim 9, characterized in that, The outer surface of the outer tube assembly is provided with an anti-corrosion coating, which is one of a zinc plating layer, a nickel plating layer, a Dacromet coating, or a powder coating.

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