CN212098313U

CN212098313U - Automobile trailing arm bushing

Info

Publication number: CN212098313U
Application number: CN202020808675.XU
Authority: CN
Inventors: 宋振中; 熊友超
Original assignee: Vorwerk Autotec Suzhou Co ltd
Current assignee: Vorwerk Autotec Suzhou Co ltd
Priority date: 2020-05-15
Filing date: 2020-05-15
Publication date: 2020-12-08
Anticipated expiration: 2030-05-15

Abstract

The utility model relates to an automobile trailing arm bush, when the trailing arm bush uses, its axial extends along the car left and right direction, the trailing arm bush includes the support inner tube, supports the outer tube and locates the buffer layer between support inner tube and the outer tube, the buffer layer is provided with first rigidity adjustment structure radially around both sides, the buffer layer is provided with second rigidity adjustment structure radially from top to bottom both sides, the trailing arm bush still includes the rigidity buffer structure that is used for when the trailing arm bush atress, make the rigidity of first rigidity adjustment structure department and second rigidity adjustment structure department can cushion the change; the bushing can quickly provide the bushings with different rigidity ratio requirements in the front-back direction and the up-down direction under the condition of not changing the main structure of the bushing, the adjustable range of the rigidity is greatly improved, and the applicability is stronger; in addition, the rigidity buffering structure can avoid the rigidity change of the first rigidity adjusting structure and the second rigidity adjusting structure from being too harsh, so that better and more flexible rigidity change is provided, and the buffering performance of the longitudinal arm bushing is improved.

Description

Automobile trailing arm bushing

Technical Field

The utility model relates to a rubber bush field for the car, concretely relates to car trailing arm bush.

Background

With the improvement of the living standard of people, more and more attention is paid to the comfort performance of vehicles in running.

The automobile trailing arm is a main part for controlling longitudinal movement in the automobile multi-link suspension, and the trailing arm bushing is used as a flexible connecting piece between an automobile body and the trailing arm, so that the longitudinal comfort of the whole automobile is greatly influenced. Generally, in order to achieve both comfort and handling, the rigidity in the front-rear traveling direction of the vehicle is required to be small, and the rigidity in the vertical direction is required to be large. In order to meet the rigidity requirement, a hollow structure is arranged in the front and rear directions of a plurality of trailing arm bushings, but customers often have different requirements on the rigidity ratio of the bushings in the two directions, and different rigidity ratios are realized mainly by adjusting the size of the hollow structure and the hardness of rubber at present. This is often limited by space and rubber hardness, and the range of adjustability is not very large. For example, if the rigidity in the vertical direction is to be adjusted downward, the adjustment can be performed only by changing the hollow structure in the front-back direction, and if the hollow structure in the front-back direction is set too large, the rigidity in the front-back direction is too low to meet the use requirement, and the rubber is easily torn and damaged due to the too large hollow structure. In addition, when the trailing arm bush among the prior art is in stress working conditions such as vehicle braking, when the both sides of hollow structure contact, the rigidity of bush in the front and back direction then is the sharp increase of straight line, and the shock-absorbing capacity is relatively poor, and rigidity increases suddenly and easily leads to vehicle parts too hard to interfere, influences part life.

Disclosure of Invention

The utility model aims to solve the technical problem that overcome prior art not enough, provide an automobile trailing arm bush.

In order to solve the technical problem, the utility model discloses the technical scheme who takes as follows:

the utility model provides an automobile trailing arm bush, when the trailing arm bush used, its axial extends along the car left and right sides direction, the trailing arm bush is including supporting inner tube, support outer tube and locating the buffer layer between support inner tube and the outer tube, both sides are provided with first rigidity regulation structure around the buffer layer is radial, both sides are provided with second rigidity regulation structure about the buffer layer is radial, the trailing arm bush still including being used for when the trailing arm bush atress, make the rigidity of first rigidity regulation structure department and second rigidity regulation structure department can the cushioning change rigidity buffer structure.

Preferably, the stiffness buffer structure comprises a first stiffness buffer structure arranged at the first stiffness adjusting structure and a second stiffness buffer structure arranged at the second stiffness adjusting structure.

Preferably, the first stiffness adjusting structure comprises first hollowed-out grooves located on the front side and the rear side of the buffer layer in the radial direction, and the first hollowed-out grooves penetrate through the buffer layer along the axial direction of the trailing arm bushing; the second rigidity adjusting structure comprises second hollowed-out grooves located on the radial upper side and the radial lower side of the buffer layer, and the second hollowed-out grooves penetrate through the buffer layer along the axial direction of the trailing arm bushing.

Preferably, the internal volume of the first hollowed-out groove is greater than the internal volume of the second hollowed-out groove.

Preferably, the cross section of the first hollow-out groove is arc-shaped, and the arc length value is greater than or equal to the outer diameter value of the support inner pipe.

Preferably, the cross-sectional length of the first hollowed-out groove is greater than the cross-sectional length of the second hollowed-out groove.

Preferably, the first rigidity buffering structure is a first arc-shaped protruding portion formed on a groove wall of the first hollow groove, and the middle portion of the first arc-shaped protruding portion is arranged in a protruding mode relative to the left side and the right side of the first arc-shaped protruding portion.

Preferably, the middle portion of the first arc-shaped convex portion is convex inward.

Preferably, the second rigidity buffering structure is a second arc-shaped protruding portion formed on a groove wall of the second hollow groove, and the middle portion of the second arc-shaped protruding portion is arranged in a protruding mode relative to the left side and the right side of the second arc-shaped protruding portion.

Preferably, the middle portion of the second arc-shaped convex portion is convex inward.

Due to the implementation of the above technical scheme, compared with the prior art, the utility model have the following advantage:

the utility model discloses an automobile trailing arm bush, it is through the first rigidity adjustment structure and the second rigidity adjustment structure that are located fore-and-aft direction both sides and upper and lower direction both sides respectively, can give the bush of the different rigidity ratio demands of fore-and-aft direction and upper and lower direction fast under the condition that does not change bush major structure, and the adjustable range of rigidity promotes by a wide margin, and the suitability is stronger; in addition, the rigidity buffering structure can prevent the rigidity change of the first rigidity adjusting structure and the second rigidity adjusting structure from being too harsh, so that better and more flexible rigidity change is provided, the buffering performance of the longitudinal arm bushing is improved, and the service life of each part is prolonged.

Drawings

FIG. 1 is a schematic view of the main sectional structure of the trailing arm bushing of the present invention;

FIG. 2 is a schematic view of the structure of FIG. 1 along the line A-A;

wherein: 10. supporting the inner pipe; 20. a buffer layer; 21. a first hollow-out groove; 22. a second hollow-out groove; 201. a first arcuate projection; 30. supporting the outer tube.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.

As shown in fig. 1 and 2, an automotive trailing arm bushing, when in use, extends axially in the left-right direction of an automobile, and includes a support inner tube 10, a support outer tube 30, and a buffer layer 20 disposed between the support inner tube 10 and the support outer tube, wherein the buffer layer 20 is provided with first stiffness adjusting structures at the front and rear sides in the radial direction, and the buffer layer 20 is provided with second stiffness adjusting structures at the upper and lower sides in the radial direction;

specifically, the first stiffness adjusting structure comprises first hollowed-out grooves 21 located on the front side and the rear side of the radial direction of the buffer layer 20, and the first hollowed-out grooves 21 penetrate through the buffer layer 20 along the axial direction of the trailing arm bushing; the second stiffness adjustment structure includes second hollow grooves 22 located on the radial upper and lower sides of the buffer layer 20, and the second hollow grooves 22 penetrate through the buffer layer 20 in the axial direction of the trailing arm bush. When the bushing is installed on an automobile for use, the first hollow-out grooves 21 on the two sides are located on the two sides in the front-rear direction of the automobile, and the second hollow-out grooves 22 on the two sides are located on the two sides in the up-down direction of the automobile.

The internal volume of the first hollow 21 is greater than the internal volume of the second hollow 22. Specifically, the cross-sectional length of the first hollow-out groove 21 is greater than that of the second hollow-out groove 22, and the cross-sectional shape of the first hollow-out groove 21 is arc-shaped, and the arc length value is greater than or equal to the outer diameter value of the support inner tube 10. The first hollow 21 has a larger cross-sectional length and a larger internal volume than the second hollow 22, so that the lower rigidity of the trailing arm bush in the front-rear direction can be adjusted.

The trailing arm bushing further comprises a stiffness buffering structure for enabling the stiffness at the first stiffness adjusting structure and the second stiffness adjusting structure to buffer changes when the trailing arm bushing is subjected to a force. The rigidity buffer structure aims at ensuring that the rigidity of the bushing in the front-back or up-down direction is not changed too much when two side walls in the groove are attached after the first hollow-out groove 21 or the second hollow-out groove 22 is stressed and deformed, and ensuring that the rigidity of the bushing in the front-back or up-down direction can be smoothly transited when the two side walls in the groove are attached, the rigidity is gradually and slowly enhanced, and the buffer performance of the bushing is improved; specifically, the method comprises the following steps: the rigidity buffering structure comprises a first rigidity buffering structure arranged at the first rigidity adjusting structure and a second rigidity buffering structure arranged at the second rigidity adjusting structure.

Specifically, the first stiffness buffer structure is a first arc-shaped protrusion 201 formed on a groove wall of the first hollow-out groove 21, and a middle portion of the first arc-shaped protrusion 201 is protruded relative to both sides of the first arc-shaped protrusion in the left-right direction. The middle of the first arc-shaped protrusion 201 protrudes inward. In addition, the second rigidity buffering structure is a second arc-shaped protrusion (not shown in the drawings, but referred to) formed on the groove wall of the second hollow-out groove 22, the middle part of the second arc-shaped protrusion is convexly arranged relative to the two sides of the second arc-shaped protrusion in the left-right direction, and the middle part of the second arc-shaped protrusion is inwardly protruded;

the middle part of first arc-shaped protrusion 201 is protruding to be set up, and when the atress, the middle part of first arc-shaped protrusion 201 can conflict with the opposite side cell wall earlier, later if the bush lasts and receives same power, then the whole cambered surface of first arc-shaped protrusion 201 all conflicts with the opposite side cell wall gradually, and this in-process, the rigidity of bush in first fretwork groove 21 department is the gradual increase, and non-disposable violent increase, therefore can improve shock-absorbing capacity. The cushioning principle of the second arc-shaped protrusion part is the same as that of the first arc-shaped protrusion part 201, and the description is omitted here.

In summary, the utility model discloses an automobile trailing arm bush, it is through the first rigidity adjustment structure and the second rigidity adjustment structure that are located fore-and-aft direction both sides and upper and lower direction both sides respectively, can be under the condition that does not change bush major structure, give the bush of the different rigidity ratio demands of fore-and-aft direction and upper and lower direction fast, and the adjustable range of rigidity promotes by a wide margin, and the suitability is stronger; when the rigidity of the upper side and the lower side is adjusted, the size of the second hollow-out grooves on the upper side and the lower side is only needed to be properly adjusted, so that the requirement of rigidity change in the upper direction and the lower direction is met by changing the rigidity in the front-back direction, the adjustable range of the rigidity is greatly improved, and the problem that the whole supporting strength of rubber is insufficient and the rubber is easy to damage due to overlarge hollow structures on the front-back direction is also avoided; in addition, the rigidity buffering structure can prevent the rigidity change of the first rigidity adjusting structure and the second rigidity adjusting structure from being too harsh, so that better and more flexible rigidity change is provided, the buffering performance of the longitudinal arm bushing is improved, and the service life of each part is prolonged.

The present invention has been described in detail, and the purpose thereof is to enable those skilled in the art to understand the contents of the present invention and to implement the same, and the protection scope of the present invention should not be limited thereby, and all equivalent changes or modifications made according to the spirit of the present invention should be covered by the protection scope of the present invention.

Claims

1. The utility model provides an automobile trailing arm bush, when the trailing arm bush used, its axial extends along the car left right direction which characterized in that: the trailing arm bush includes supports inner tube, supports the outer tube and locates support the buffer layer between inner tube and the outer tube, both sides are provided with first rigidity regulation structure around the buffer layer is radial, both sides are provided with second rigidity regulation structure about the buffer layer is radial, the trailing arm bush still including being used for during the trailing arm bush atress, make the rigidity of first rigidity regulation structure department and second rigidity regulation structure department can buffer the rigidity buffer structure of change.

2. The automotive trailing arm bushing of claim 1, wherein: the rigidity buffering structure comprises a first rigidity buffering structure arranged at the first rigidity adjusting structure and a second rigidity buffering structure arranged at the second rigidity adjusting structure.

3. The automotive trailing arm bushing of claim 2, wherein: the first stiffness adjusting structure comprises first hollowed-out grooves which are positioned on the front side and the rear side of the buffer layer in the radial direction, and the first hollowed-out grooves penetrate through the buffer layer along the axial direction of the trailing arm bushing; the second rigidity adjusting structure comprises second hollowed-out grooves located on the radial upper side and the radial lower side of the buffer layer, and the second hollowed-out grooves penetrate through the buffer layer along the axial direction of the trailing arm bushing.

4. The automotive trailing arm bushing of claim 3, wherein: the internal volume of the first hollow-out groove is larger than that of the second hollow-out groove.

5. The automotive trailing arm bushing of claim 3, wherein: the cross section of the first hollow-out groove is arc-shaped, and the arc length value is larger than or equal to the outer diameter value of the support inner pipe.

6. The automotive trailing arm bushing of claim 3, wherein: the length of the cross section of the first hollow-out groove is larger than that of the cross section of the second hollow-out groove.

7. The automotive trailing arm bushing of claim 3, wherein: the first rigidity buffering structure is a first arc-shaped protruding portion formed on the groove wall of the first hollow groove, and the middle of the first arc-shaped protruding portion is arranged in a protruding mode relative to the two sides of the first arc-shaped protruding portion in the left-right direction.

8. The automotive trailing arm bushing of claim 7, wherein: the middle part of the first arc-shaped convex part protrudes inwards.

9. The automotive trailing arm bushing of claim 3, wherein: the second rigidity buffering structure is a second arc-shaped protruding portion formed on the groove wall of the second hollow groove, and the middle of the second arc-shaped protruding portion is arranged in a protruding mode relative to the two sides of the second arc-shaped protruding portion in the left-right direction.

10. The automotive trailing arm bushing of claim 9, wherein: the middle part of the second arc-shaped convex part protrudes inwards.