CN204870412U - Automotive suspension control arm bush and automotive suspension control arm assembly - Google Patents

Automotive suspension control arm bush and automotive suspension control arm assembly Download PDF

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Publication number
CN204870412U
CN204870412U CN201520597683.3U CN201520597683U CN204870412U CN 204870412 U CN204870412 U CN 204870412U CN 201520597683 U CN201520597683 U CN 201520597683U CN 204870412 U CN204870412 U CN 204870412U
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mandrel
control arm
suspension control
dabber
automobile suspension
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黄秀成
罗勇
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Abstract

The utility model relates to a vehicle field, the utility model discloses an automotive suspension control arm bush and automotive suspension control arm assembly, this bush includes the outer tube, the rubber body and dabber, the dabber includes first dabber tip, second dabber tip and locate first dabber tip and second dabber tip between the dabber intermediate part, the outside of dabber intermediate part is located to outer pipe box, the rubber body is located between outer tube and the dabber intermediate part, all establish to the bellied bulge loop structure in the middle part for the dabber intermediate part at the both ends of dabber intermediate part, this bulge loop structure can prevent effectively that the rubber body from producing the rubber overlap at the dabber when vulcanizing on the surface, overlap excision process has been reduced, the production efficiency is raised, reducing production cost.

Description

汽车悬架控制臂衬套和汽车悬架控制臂总成Automobile suspension control arm bushing and automobile suspension control arm assembly

技术领域technical field

本实用新型涉及车辆领域,特别是涉及一种汽车悬架控制臂衬套和汽车悬架控制臂总成。The utility model relates to the field of vehicles, in particular to an automobile suspension control arm bushing and an automobile suspension control arm assembly.

背景技术Background technique

悬架系统是现代汽车上的重要组成部分,对汽车的行驶平顺性和操纵稳定性有很大的影响。汽车悬架控制臂作为汽车悬架系统的导向和传力元件,将作用在车轮上的各种力传递给车身,同时保证车轮按一定轨迹运动。汽车控制臂通过衬套把车轮和车身弹性地连接在一起。Suspension system is an important part of a modern car, which has a great influence on the ride comfort and handling stability of the car. As the guide and force transmission element of the automobile suspension system, the automobile suspension control arm transmits various forces acting on the wheels to the body, while ensuring that the wheels move according to a certain trajectory. The control arm of the car elastically connects the wheel and the body through the bushing.

现有的控制臂衬套为如图1所示,包括外管1、橡胶体2和芯轴3,其内部的芯轴3普遍采用等直径结构与外管1配合;且现有的外管1的空腔4普遍采用等截面的方形腔体设计。The existing control arm bushing is as shown in Figure 1, including an outer tube 1, a rubber body 2 and a mandrel 3, and the inner mandrel 3 generally adopts an equal-diameter structure to cooperate with the outer tube 1; and the existing outer tube The cavity 4 of 1 generally adopts a square cavity design with equal cross-section.

该控制臂衬套的芯轴3采用等直径结构与外管配合的方式,橡胶体2在硫化时在芯轴3上会产生橡胶飞边,由此使得生产时需要增加一道切除橡胶飞边的工序,进而增加了生产成本。The mandrel 3 of the control arm bushing adopts a structure of equal diameter to cooperate with the outer tube. When the rubber body 2 is vulcanized, rubber burrs will be produced on the mandrel 3, so that it is necessary to add a process for cutting the rubber burrs during production. process, thereby increasing production costs.

实用新型内容Utility model content

基于上述现有技术的不足,本实用新型要解决的技术问题是橡胶体在硫化时在芯轴上产生橡胶飞边。Based on the deficiencies of the above-mentioned prior art, the technical problem to be solved by the utility model is to produce rubber flash on the mandrel when the rubber body is vulcanized.

为了解决上述技术问题,本实用新型提供一种汽车悬架控制臂衬套,其包括外管、橡胶体和芯轴,所述芯轴包括第一芯轴端部、第二芯轴端部和设于所述第一芯轴端部和第二芯轴端部之间的芯轴中间部,所述外管套设于所述芯轴中间部的外部,所述橡胶体设于所述外管和芯轴中间部之间,所述芯轴中间部的两端分别设为相对于所述芯轴中间部的中间部位凸起的凸环结构。In order to solve the above technical problems, the utility model provides an automobile suspension control arm bushing, which includes an outer tube, a rubber body and a mandrel, and the mandrel includes a first mandrel end, a second mandrel end and The middle part of the mandrel is arranged between the end of the first mandrel and the end of the second mandrel, the outer tube is sheathed outside the middle part of the mandrel, and the rubber body is arranged on the outer Between the tube and the middle part of the mandrel, the two ends of the middle part of the mandrel are respectively set as protruding ring structures relative to the middle part of the middle part of the mandrel.

作为优选方案,所述橡胶体的内部设有至少一个贯通所述外管的两端的空腔。As a preferred solution, the inside of the rubber body is provided with at least one cavity passing through both ends of the outer tube.

作为优选方案,所述橡胶体的内部设有两个空腔,所述两个空腔对称设置在所述芯轴中间部的两侧。As a preferred solution, two cavities are provided inside the rubber body, and the two cavities are symmetrically arranged on both sides of the middle part of the mandrel.

作为优选方案,所述空腔为沿所述芯轴中间部的轴向弯曲的圆弧状腔体,且所述圆弧状腔体向内弯曲。As a preferred solution, the cavity is an arc-shaped cavity bent along the axial direction of the middle part of the mandrel, and the arc-shaped cavity is bent inward.

作为优选方案,所述芯轴中间部的中间部位为向内弯曲的环形凹陷。As a preferred solution, the middle part of the middle part of the mandrel is an inwardly curved annular depression.

作为优选方案,所述第一芯轴端部的上表面从自由端往芯轴中间部先水平延伸后倾斜向上延伸;所述第一芯轴端部的下表面从自由端往芯轴中间部先水平延伸后倾斜向下延伸;As a preferred solution, the upper surface of the end of the first mandrel first extends horizontally from the free end to the middle of the mandrel and then extends upwards obliquely; the lower surface of the end of the first mandrel extends from the free end to the middle of the mandrel First extend horizontally and then extend downward obliquely;

所述第二芯轴端部的结构与所述第一芯轴端部的结构相同且对称设于所述芯轴中间部的两端。The structure of the end portion of the second mandrel is the same as that of the end portion of the first mandrel and is symmetrically arranged at both ends of the middle portion of the mandrel.

为了解决相同的技术问题,本实用新型还提供一种汽车悬架控制臂总成,其包括控制臂和前述的汽车悬架控制臂衬套,所述控制臂与所述汽车悬架控制臂衬套的外管连接。In order to solve the same technical problem, the utility model also provides an automobile suspension control arm assembly, which includes a control arm and the aforementioned automobile suspension control arm bushing, the control arm and the automobile suspension control arm bushing Set of outer tube connections.

本实用新型所提供的一种汽车悬架控制臂衬套和汽车悬架控制臂总成,芯轴中间部的两端分别设为相对于芯轴中间部的中间部位凸起的凸环结构,该凸环结构可有效防止橡胶体硫化时在芯轴表面上产生橡胶飞边,减少了飞边切除工序,从而提高了生产效率、降低了生产成本。In the automobile suspension control arm bushing and the automobile suspension control arm assembly provided by the utility model, the two ends of the middle part of the mandrel are respectively set as a convex ring structure relative to the middle part of the middle part of the mandrel. The protruding ring structure can effectively prevent rubber burrs from being generated on the surface of the mandrel during vulcanization of the rubber body, thereby reducing the process of burr removal, thereby improving production efficiency and reducing production costs.

进一步地,橡胶体内部的空腔为沿芯轴中间部的轴向弯曲的圆弧状腔体,且该圆弧状腔体向内弯曲,在保证衬套摆动时不发生橡胶干涉的前提下,大大缩小了空腔的间隙,衬套的疲劳耐久性得到大幅度提高。Further, the cavity inside the rubber body is an arc-shaped cavity bent along the axial direction of the middle part of the mandrel, and the arc-shaped cavity is bent inward, under the premise of ensuring that the rubber does not interfere when the bush swings , The clearance of the cavity is greatly reduced, and the fatigue durability of the bushing is greatly improved.

附图说明Description of drawings

图1是背景技术中汽车悬架控制臂衬套的剖视图;Fig. 1 is the sectional view of automobile suspension control arm bushing in the background technology;

图2是本实用新型实施例汽车悬架控制臂衬套的轴测图;Fig. 2 is the axonometric view of the automobile suspension control arm bushing of the embodiment of the present invention;

图3是本实用新型实施例的芯轴的轴测图;Fig. 3 is the axonometric view of the mandrel of the utility model embodiment;

图4是本实用新型实施例汽车悬架控制臂衬套不摆动时的剖视图;Fig. 4 is a cross-sectional view of the automobile suspension control arm bushing in the embodiment of the present invention when the bushing is not swinging;

图5是本实用新型实施例汽车悬架控制臂衬套摆动过程中的结构原理图。Fig. 5 is a structural principle diagram during the swing process of the bushing of the control arm of the automobile suspension of the embodiment of the present invention.

其中,1、外管;2、橡胶体;3、芯轴;4、空腔;Among them, 1. Outer tube; 2. Rubber body; 3. Mandrel; 4. Cavity;

10、外管;20、橡胶体;21、外橡胶层;22、内橡胶层;30、芯轴;31、第一芯轴端部;32、第二芯轴端部;33、芯轴中间部;331、凸环结构;332、环形凹陷;34、第一连接孔;35、第二连接孔;40、空腔。10. Outer tube; 20. Rubber body; 21. Outer rubber layer; 22. Inner rubber layer; 30. Mandrel; 31. End of first mandrel; 32. End of second mandrel; 33. Middle of mandrel 331, convex ring structure; 332, annular depression; 34, first connecting hole; 35, second connecting hole; 40, cavity.

具体实施方式Detailed ways

下面结合附图和实施例,对本实用新型的具体实施方式作进一步详细描述。以下实施例用于说明本实用新型,但不用来限制本实用新型的范围。Below in conjunction with accompanying drawing and embodiment, the specific embodiment of the utility model is described in further detail. The following examples are used to illustrate the utility model, but not to limit the scope of the utility model.

如图2和图3所示,本实用新型优选实施例的一种汽车悬架控制臂衬套,其包括外管10、橡胶体20和芯轴30,芯轴30包括第一芯轴端部31、第二芯轴端部32和设于第一芯轴端部31和第二芯轴端部32之间的芯轴中间部33,外管10套设于芯轴中间部33的外部,橡胶体20则设于外管10和芯轴中间部33之间;在本实施例中,芯轴中间部33的两端分别设为相对于芯轴中间部33的中间部位凸起的凸环结构331,该凸环结构331可有效防止橡胶体20硫化时在芯轴10表面上产生橡胶飞边,减少了飞边切除工序,从而提高了生产效率、降低了生产成本。As shown in Fig. 2 and Fig. 3, a kind of automobile suspension control arm bushing of preferred embodiment of the present invention, it comprises outer tube 10, rubber body 20 and mandrel 30, and mandrel 30 comprises the first mandrel end 31. The second mandrel end 32 and the mandrel middle part 33 arranged between the first mandrel end 31 and the second mandrel end 32, the outer tube 10 is sleeved outside the mandrel middle part 33, The rubber body 20 is arranged between the outer tube 10 and the mandrel middle part 33; in this embodiment, the two ends of the mandrel middle part 33 are respectively set as protruding rings relative to the middle part of the mandrel middle part 33 Structure 331, the protruding ring structure 331 can effectively prevent rubber burrs from being produced on the surface of the mandrel 10 when the rubber body 20 is vulcanized, reducing the process of burr removal, thereby improving production efficiency and reducing production costs.

如图4所示,优选地,橡胶体20的内部设有至少一个贯通外管10的两端的空腔40,该空腔40用于为芯轴10的摆动提供空间,可在衬套主要受载方向提供较小的刚度值,以提高车辆乘坐的舒适性。橡胶体20内部的空腔40是在橡胶硫化过程中形成的,该空腔40的两侧分别为外橡胶层21和内橡胶层22。As shown in FIG. 4 , preferably, the inside of the rubber body 20 is provided with at least one cavity 40 passing through the two ends of the outer tube 10 , the cavity 40 is used to provide space for the swing of the mandrel 10 , and can be used when the bushing is mainly affected. The load direction provides a smaller stiffness value to improve the ride comfort of the vehicle. The cavity 40 inside the rubber body 20 is formed during rubber vulcanization, and the two sides of the cavity 40 are the outer rubber layer 21 and the inner rubber layer 22 respectively.

进一步地,橡胶体20的内部设有两个空腔40,该两个空腔40对称设置在芯轴中间部33的两侧,由此提供芯轴30摆动过程中的稳定性。本实施例的空腔40为沿芯轴中间部33的轴向弯曲的圆弧状腔体,且该圆弧状腔体向内弯曲。Further, two cavities 40 are provided inside the rubber body 20 , and the two cavities 40 are symmetrically arranged on both sides of the middle part 33 of the mandrel, thereby providing stability during the swinging process of the mandrel 30 . The cavity 40 in this embodiment is an arc-shaped cavity bent along the axial direction of the middle portion 33 of the mandrel, and the arc-shaped cavity is bent inward.

芯轴30的摆动角度为±10°,空腔40在芯轴30不摆动时的间隙设为4mm。The swing angle of the mandrel 30 is ±10°, and the gap of the cavity 40 when the mandrel 30 does not swing is set to 4 mm.

若橡胶体内部的空腔采用、等截面方形腔体设计,在芯轴摆动时,内层的橡胶层需要外移3.5mm,芯轴摆动10°后内外层的橡胶层之间的间距缩小至0.5mm,为保证衬套摆动时内、外橡胶层不产生干涉摩擦噪音,则空腔的间隙必须大于3.5mm,而该间隙越大衬套在受载时的拉伸变形将越严重,衬套的疲劳耐久性能也将越差。If the cavity inside the rubber body adopts the design of a square cavity with equal cross-section, when the mandrel swings, the rubber layer of the inner layer needs to move outward by 3.5mm, and the distance between the rubber layers of the inner and outer layers is reduced to 0.5mm, in order to ensure that the inner and outer rubber layers do not produce interference friction noise when the bush swings, the gap between the cavity must be greater than 3.5mm, and the larger the gap, the more serious the tensile deformation of the bush when it is loaded. The fatigue durability of the sleeve will also be worse.

为了缩小了空腔40的间隙,以提高衬套的疲劳耐久性,因此,本实施例将橡胶体20内部的空腔40设计为圆弧状结构设计,如图4所示,本实施例在芯轴30不摆动时空腔40的间隙L1为2.2mm,如图5所示,芯轴30的摆动角度为±10°,由于空腔40设置为向内弯曲的圆弧状结构,空腔40两端的间隙较大,使得芯轴30在摆动时,空腔40的外橡胶层21固定不动,内橡胶层22外移1mm,芯轴30摆动10°后空腔的间隙L2缩小至1.2mm,为保证衬套摆动时内橡胶层22、外橡胶层21不产生干涉而产生摩擦噪音,则本实施例的空腔40的间隙只需大于1mm,因此,本实施例的橡胶体20内部的空腔40,相比于等截面的方形空腔,大大缩小了空腔40的间隙,衬套的疲劳耐久性得到大幅度提高。In order to reduce the clearance of the cavity 40 and improve the fatigue durability of the bushing, in this embodiment, the cavity 40 inside the rubber body 20 is designed as an arc-shaped structure, as shown in FIG. 4 . When the mandrel 30 does not swing, the gap L1 of the cavity 40 is 2.2mm. As shown in Figure 5, the swing angle of the mandrel 30 is ±10°. Since the cavity 40 is set as an inwardly curved arc-shaped structure, the cavity 40 The gap at both ends is relatively large, so that when the mandrel 30 swings, the outer rubber layer 21 of the cavity 40 is fixed, the inner rubber layer 22 moves outward by 1 mm, and the gap L2 of the cavity shrinks to 1.2 mm after the mandrel 30 swings 10° In order to ensure that the inner rubber layer 22 and the outer rubber layer 21 do not interfere and generate friction noise when the bush swings, the gap of the cavity 40 in this embodiment only needs to be greater than 1 mm. Therefore, the internal rubber body 20 of this embodiment Compared with the square cavity with equal section, the cavity 40 greatly reduces the gap of the cavity 40, and the fatigue durability of the bushing is greatly improved.

芯轴中间部33的中间部位可为平直部或者可为向内弯曲的环形凹陷332,优选为向内弯曲的环形凹陷332,以便于橡胶体硫化。The middle part of the mandrel middle part 33 can be a straight part or an inwardly curved annular depression 332 , preferably an inwardly curved annular depression 332 , so as to facilitate vulcanization of the rubber body.

为了确保第一芯轴端部31和第二芯轴端部32的强度,第一芯轴端部31的上表面从自由端往芯轴中间部33先水平延伸后倾斜向上延伸;第一芯轴端部31的下表面从自由端往芯轴中间部先水平延伸后倾斜向下延伸;第二芯轴端部32的结构与第一芯轴端部31的结构相同且对称设于芯轴中间部33的两端。第一芯轴端部31上设有用于与车身连接的第一连接孔34,第二芯轴端部32上设有用于与车身连接的第二连接孔35。In order to ensure the strength of the first mandrel end portion 31 and the second mandrel end portion 32, the upper surface of the first mandrel end portion 31 extends horizontally from the free end to the mandrel middle portion 33 and then extends obliquely upward; The lower surface of the shaft end 31 first extends horizontally from the free end to the middle of the mandrel and then extends obliquely downward; the structure of the second mandrel end 32 is the same as that of the first mandrel end 31 and is arranged symmetrically on the mandrel both ends of the middle part 33 . The first mandrel end 31 is provided with a first connection hole 34 for connecting with the vehicle body, and the second mandrel end 32 is provided with a second connection hole 35 for connecting with the vehicle body.

本实用新型还提供一种汽车悬架控制臂总成,其包括控制臂和前述的汽车悬架控制臂衬套,其中控制臂与汽车悬架控制臂衬套的外管10焊接连接,且汽车悬架控制臂衬套的第一芯轴端部31和第二芯轴端部32通过螺栓与车身连接,悬架控制所受的各向载荷通过橡胶体20的缓冲和吸收后传达至车身。The utility model also provides an automobile suspension control arm assembly, which includes the control arm and the aforementioned automobile suspension control arm bushing, wherein the control arm is welded to the outer tube 10 of the automobile suspension control arm bushing, and the automobile suspension The first mandrel end 31 and the second mandrel end 32 of the suspension control arm bushing are connected to the vehicle body through bolts, and the loads from all directions received by the suspension control are transmitted to the vehicle body after being buffered and absorbed by the rubber body 20 .

综上,本实用新型的汽车悬架控制臂衬套和具有该衬套的汽车悬架控制臂总成,芯轴中间部33的两端分别设为相对于芯轴中间部33的中间部位凸起的凸环结构331,该凸环结构331可有效防止橡胶体20硫化时在芯轴30表面上产生橡胶飞边,减少了飞边切除工序,从而提高了生产效率、降低了生产成本;进一步地,橡胶体20内部的空腔40为沿芯轴中间部33的轴向弯曲的圆弧状腔体,且该圆弧状腔体向内弯曲,在保证衬套摆动时不发生橡胶干涉的前提下,大大缩小了空腔的间隙,衬套的疲劳耐久性得到大幅度提高。To sum up, in the automobile suspension control arm bushing of the present invention and the automobile suspension control arm assembly having the bushing, the two ends of the middle part 33 of the mandrel are respectively set to be convex relative to the middle part of the middle part 33 of the mandrel. The protruding ring structure 331 can effectively prevent the rubber body 20 from producing rubber burrs on the surface of the mandrel 30 during vulcanization, thereby reducing the burr cutting process, thereby improving production efficiency and reducing production costs; further Specifically, the cavity 40 inside the rubber body 20 is an arc-shaped cavity bent along the axial direction of the middle part 33 of the mandrel, and the arc-shaped cavity is bent inward to ensure that no rubber interference occurs when the bush swings. Under the premise, the clearance of the cavity is greatly reduced, and the fatigue durability of the bushing is greatly improved.

以上所述仅是本实用新型的优选实施方式,应当指出,对于本技术领域的普通技术人员来说,在不脱离本实用新型技术原理的前提下,还可以做出若干改进和替换,这些改进和替换也应视为本实用新型的保护范围。The above is only the preferred embodiment of the utility model, it should be pointed out that for those of ordinary skill in the art, without departing from the technical principle of the utility model, some improvements and replacements can also be made. And replacement should also be regarded as the protection scope of the present utility model.

Claims (7)

1.一种汽车悬架控制臂衬套,包括外管、橡胶体和芯轴,其特征在于,所述芯轴包括第一芯轴端部、第二芯轴端部和设于所述第一芯轴端部和第二芯轴端部之间的芯轴中间部,所述外管套设于所述芯轴中间部的外部,所述橡胶体设于所述外管和所述芯轴中间部之间,所述芯轴中间部的两端均设为相对于所述芯轴中间部的中间部位凸起的凸环结构。1. An automobile suspension control arm bushing, comprising an outer tube, a rubber body and a mandrel, wherein the mandrel includes a first mandrel end, a second mandrel end and a In the middle part of the mandrel between the end part of the first mandrel and the end part of the second mandrel, the outer tube is sheathed outside the middle part of the mandrel, and the rubber body is arranged on the outer tube and the core Between the middle parts of the shafts, both ends of the middle part of the mandrel are configured as protruding ring structures relative to the middle part of the middle part of the mandrel. 2.如权利要求1所述的汽车悬架控制臂衬套,其特征在于,所述橡胶体的内部设有至少一个贯通所述外管的两端的空腔。2. The automobile suspension control arm bushing according to claim 1, wherein at least one cavity is provided inside the rubber body and passes through the two ends of the outer tube. 3.如权利要求2所述的汽车悬架控制臂衬套,其特征在于,所述橡胶体的内部设有两个空腔,所述两个空腔对称设置在所述芯轴中间部的两侧。3. The automobile suspension control arm bushing according to claim 2, wherein two cavities are arranged inside the rubber body, and the two cavities are arranged symmetrically at the middle part of the mandrel. sides. 4.如权利要求3所述的汽车悬架控制臂衬套,其特征在于,所述空腔为沿所述芯轴中间部的轴向弯曲的圆弧状腔体,且所述圆弧状腔体向内弯曲。4. The automobile suspension control arm bushing according to claim 3, wherein the cavity is an arc-shaped cavity bent along the axial direction of the middle part of the mandrel, and the arc-shaped cavity The cavity is curved inwards. 5.如权利要求1-4任一项所述的汽车悬架控制臂衬套,其特征在于,所述芯轴中间部的中间部位为向内弯曲的环形凹陷。5. The automobile suspension control arm bushing according to any one of claims 1-4, characterized in that, the middle part of the middle part of the mandrel is an inwardly curved annular depression. 6.如权利要求1-4任一项所述的汽车悬架控制臂衬套,其特征在于,所述第一芯轴端部的上表面从自由端往芯轴中间部先水平延伸后倾斜向上延伸;所述第一芯轴端部的下表面从自由端往芯轴中间部先水平延伸后倾斜向下延伸;6. The automobile suspension control arm bushing according to any one of claims 1-4, characterized in that, the upper surface of the end of the first mandrel first extends horizontally from the free end to the middle part of the mandrel and then inclines extending upward; the lower surface of the end of the first mandrel first extends horizontally from the free end to the middle part of the mandrel and then extends obliquely downward; 所述第二芯轴端部的结构与所述第一芯轴端部的结构相同且对称设于所述芯轴中间部的两端。The structure of the end portion of the second mandrel is the same as that of the end portion of the first mandrel and is symmetrically arranged at both ends of the middle portion of the mandrel. 7.一种汽车悬架控制臂总成,其特征在于,包括控制臂和如权利要求1-6任一项所述的汽车悬架控制臂衬套,所述控制臂与所述汽车悬架控制臂衬套的外管连接。7. An automobile suspension control arm assembly, characterized in that it comprises a control arm and the automobile suspension control arm bushing as claimed in any one of claims 1-6, the control arm and the automobile suspension Outer tube connection for control arm bushing.
CN201520597683.3U 2015-08-07 2015-08-07 Automotive suspension control arm bush and automotive suspension control arm assembly Expired - Fee Related CN204870412U (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107813668A (en) * 2016-09-14 2018-03-20 上汽通用五菱汽车股份有限公司 A kind of control arm bush assembly

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107813668A (en) * 2016-09-14 2018-03-20 上汽通用五菱汽车股份有限公司 A kind of control arm bush assembly

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