JP3852292B2 - Anti-vibration bush structure for automobiles - Google Patents
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【０００１】
【発明の属する技術分野】
本発明は、自動車のサスペンション側のロッドを車体側に連結するための防振ブッシュ構造に関するものである。
【０００２】
【従来の技術】
自動車のサスペンション側と車体側との連結において、サスペンション側のショックアブソーバのロッドを車体側の部材に弾力的に結合するための防振ブッシュ構造として、図７に示す構造が公知である。
【０００３】
この防振ブッシュ構造は、前記ショックアブソーバのロッド（102 ）が貫通する開口部（131 ）を有する車体側部材（103 ）と、該車体側部材（103 ）の上下に前記開口部（131 ）と同軸的に相対して配された一対の環状のゴム部材（104 ）（105 ）と、前記上側のゴム部材（104 ）の上面と下側のゴム部材（105 ）の下面にそれぞれ配されたストッパ部材（106 ）（107 ）と、前記車体側部材（103 ）の開口部（131 ）および上下のゴム部材（104 ）（105 ）の内孔部に貫挿されたロッド受入用のスリーブ（109 ）と、を備えている。そして、前記スリーブ（109 ）に対し前記ロッド（102 ）の上端部が下方から挿入されて、上側のストッパ部材（104 ）の上方に突出したロッド（102 ）の端部にナット等の締付部材（108 ）が螺合され、この締付部材（108 ）の締付けにより、上下の前記ストッパ部材（106 ）（107 ）間に前記一対のゴム部材（104 ）（105 ）が予圧縮状態に保持されている。これにより、ロッド（102 ）の上下方向の振動を上下のゴム部材（104 ）（105 ）により吸収できるようになっている。
【０００４】
しかしながら、前記従来の防振ブッシュ構造の場合、上下のゴム部材（104 ）（105 ）は、車体側部材および上下のストッパ部材（106 ）（107 ）とは別に個々に加硫成形され、これらがそれぞれ図７のように組み込まれている。これにより、例えば図８のような形状に加硫成形された上下のゴム部材（104 ）（105 ）が、締付部材（108 ）の締付けにより圧縮されることで、ストッパ部材（106 ）（107 ）に対し、図７のように外方へ膨出変形する。
【０００５】
そのため、仮にロッドに対して下方向きに大きな荷重が入力されると、上側のストッパ部材がゴム部材の内孔部側にもぐり込み、ストッパ抜けの状態になることがあり、その結果、ゴム部材により期待する振動吸収の効果が得られないことになる。また振動による大変位が生じたときの変位ストロークの制限効果も低下し、防振ブッシュとしての特性を良好に保持できず、不安定なものになる。
【０００６】
本発明は、上記に鑑みてなしたものであり、サスペンション側のロッドの振動変位の際のゴム部材のもぐり込みを防止でき、振動による変位ストロークの制限効果を確実に発揮でき、防振ブッシュとして安定した良好な特性を維持できる自動車用の防振ブッシュ構造を提供するものである。
【０００７】
【課題を解決するための手段】
本発明は、自動車のサスペンション側のロッドを車体側に連結するための防振ブッシュ構造であって、前記ロッドが貫通する開口部を有する車体側部材と、該車体側部材の上下に前記開口部と同軸的に相対して配された一対の環状のゴム部材と、前記上側のゴム部材の上面と下側のゴム部材の下面にそれぞれ配されたストッパ部材と、前記車体側部材の開口部および上下のゴム部材の内孔部に挿入されたロッド受入用のスリーブとを備え、前記スリーブに前記ロッドが貫挿されるとともに、該ロッドの端部に配された締付部材の締付けにより、上下の前記ストッパ部材間に前記一対のゴム部材が予圧縮状態に保持されてなる自動車用の防振ブッシュ構造において、前記上側のゴム部材が、上側のストッパ部材の下面に加硫接着され、前記車体側部材は、車体への取付面がサスペンション側のロッド軸心に対して垂直に設けられるとともに、上下のゴム部材により挟まれる開口部周辺の座面部が、前記ロッドの揺動に伴う前記上側のゴム部材の歪み変形を抑制するように、前記ロッドの揺動による傾きに合わせて前記取付面に対して傾斜せしめられたことを特徴とする。
【０００８】
これにより、上側のゴム部材はその上面が上側のストッパ部材に加硫接着されてストッパ部材と一体化しているために、締付部材の締付けにより圧縮された状態でも、前記接着側では外方への膨出変形が抑制された状態になっている。
【０００９】
したがって、この状態で、仮にロッドに対して下方向きに大きな荷重が入力されても、前記上側のストッパ部材がゴム部材の内孔部側にもぐり込むおそれがなく、良好な振動吸収の効果を保持できる。また振動による大変位が生じたときの変位ストロークの制限効果も良好に発揮され、防振ブッシュとしての特性を良好に保持できる。
【００１０】
前記の防振ブッシュ構造において、下側のゴム部材は、車体側部材の下面に加硫接着されてなるものとすることも、また下側のストッパ部材の上面に加硫接着されてなるものとすることもできる。
【００１１】
これらの発明の場合、下側のゴム部材についても、車体側部材または下側のストッパ部材に接着されていることで、外方への過度の膨出変形が防止され、防振特性を良好に維持できる。
【００１２】
さらに、前記の防振ブッシュ構造において、前記上側のゴム部材が、ストッパ部材との接着側ほど径小のテーパ状をなすものが好適である。すなわち、前記ゴム部材がストッパ部材に接着されることによりばね定数が高くなるで、前記のようにテーパ状にして接着側を径小とすることにより、ばね定数が好適な範囲に保持できる。
【００１３】
前記の防振ブッシュ構造において、車体側部材の上面側に上側のゴム部材の下部が嵌入するカップ状金具が固設されてなるものがよく、これにより、前記ゴム部材の下部のカップ状金具により拘束でき、過度の膨出変形を防止できる。
【００１４】
また、本発明の防振ブッシュ構造では、前記の車体側部材において上下のゴム部材により挟まれる開口部周辺の座面部が、サスペンション側のロッドの揺動による傾きに合わせて傾斜しているため、ロッドの揺動に伴うゴム部材の過度の歪み変形を抑制できる。
【００１５】
【発明の実施の形態】
以下、本発明の実施の形態を図面に示す実施例に基づいて説明する。
【００１６】
図１は、本発明に係る自動車用防振ブッシュ構造の第１の実施例を示す断面図、図２は同上の平面図、図３は上側のゴム部材とストッパ部材の縦断面図、図４は車体側部材と下側のゴム部材との図１と同線上の断面図である。
【００１７】
この実施例の防振ブッシュ（１）は、自動車のサスペンション側と車体側との連結において、サスペンション側のショックアブソーバ（図示省略）のロッド（２）を、車体側の取付用ブラケット等のいわゆる車体側部材（以下、車体側部材と言う）に弾力的に結合するのに使用されるものであり、次のような構成を備えている。
【００１８】
図示する例の車体側部材（３）は、プレス鋼板等の金属製で、車体の一部に設定される取付部（10）に対して取付けられるブラケットで平面略ひし形をなしており、その中央部に前記ロッド（２）の上端部（21）が貫通する開口部（31）を有し、この開口部（31）を挟んで相対向する長手方向両端部には、車体一部の取付部（10）への取付用孔（32）（32）が形成されている。前記開口部（31）は、ロッド（２）の上端部（21）の外径より大きく開口している。この開口部（31）の周辺が後述するゴム部材により挟まれる座面部（33）として形成されている。
【００１９】
図中の（４）（５）は車体側部材（３）の座面部（33）の上下に相対して配された一対の環状のゴム部材であり、（６）（７）はそれぞれ前記上側のゴム部材（４）の上面部分と下側のゴム部材（５）の下面部分とにそれぞれ配された上下のストッパ部材である。
【００２０】
図の場合、車体側部材（３）の前記座面部（33）の上面には、上方に開口しかつ底面にロッド（２）の貫通用孔を有するカップ状金具（35）が前記開口部（31）の内縁に対するかしめ固定手段により同軸的に固設されており、上側のゴム部材（４）は、その下部が前記カップ状金具（35）に嵌入することにより、予圧縮状態において外周が拘束されるようになっている。このカップ状金具（35）の周側壁は上方に向かって外方への拡開状をなしている。
【００２１】
上側のゴム部材（４）は、その上面が上側のストッパ部材（６）に加硫接着され一体化されている。このゴム部材（４）のストッパ部材（６）との接着側ほど径小のテーパ状をなし、ストッパ部材（６）との接着によってばね定数が高くなり過ぎず、初期荷重に対して柔らかいばね特性を得ることができるように形成されている。このほか、外周面に周方向の凹溝を形成して、柔らかいばね特性を得るようにすることもできる。前記ストッパ部材（６）には、ゴム部材（４）の内孔（43）と同心の貫通用孔を有し、ロッド（２）の上端部（21）が貫通できるように設けられている。さらに、前記ロッド（２）の上端部（21）の先端部分には、ネジが形成され、このネジ部（22）に締付部材としてのナット（８）が螺合されて、該ナット（８）の締付けにより前記上側のストッパ部材（６）が軸方向に締付けられるようになっている。
【００２２】
一方、下側のゴム部材（５）は、車体側部材（３）の開口部（31）と同軸的に配されてなるもので、この第１の実施例の場合は、図４のように、前記車体側部材（３）の下面に加硫接着手段により一体に固着されて設けられている。このゴム部材（５）の外周面には、初期荷重に対して柔らかいばね特性を得ることができるように、周方向の所要間毎に軸線方向の凹溝（51）が形成されている。（52）は前記ゴム部材（５）の外周縁部の一部が車体側部材（３）に有する孔を通じて車体側部材（３）の上面側に延出形成された係合脚部である。
【００２３】
前記下側のゴム部材（５）の下面に接する下側のストッパ部材（７）は、プレス鋼板等により断面略伏凹状に形成され、その中央部にゴム部材（５）の内孔（53）と同心の貫通用孔を有し、前記ロッド（２）の上端部（21）が貫通するように設けられ、さらに、前記貫通孔の周縁がロッド（２）に設けられたリング凸状の係止部（23）の上に係止するように設けられている。
【００２４】
そして、前記上側のストッパ部材（６）がナット（８）によって軸方向に締付けられることにより、上側のストッパ部材（６）と下側のストッパ部材（７）との間に、前記上下一対のゴム部材（４）（５）が圧縮状態に挟着され、かつこの一対のゴム部材（４）（５）間に車体側部材（３）の座面部（33）が挾持されている。
【００２５】
図の（９）は、ロッド（２）の上端部（21）を受入れる管状のスリーブであり、上下のゴム部材（４）（５）の内孔に挿入されている。すなわち、該スリーブ（９）は、車体側部材（３）の開口部（31）に半径方向に隙間をおいて貫通しており、その上下部にそれぞれ前記ゴム部材（４）（５）が装着されている。このスリーブ（９）は、上下のストッパ部材（６）（７）の間に介在し、上記ナット（８）の軸方向への締付け状態において、両ストッパ部材（６）（７）間を該スリーブ（９）の長さに相当する一定の間隔に保持し、一対のゴム部材（４）（５）が所定の予圧縮状態となるように構成されている。前記上下のゴム部材（４）（５）の対向側の内孔周縁には、前記車体側部材（３）の開口部（31）の周縁と前記スリーブ（９）との間の隙間（34）で対接する突縁（44）（54）が設けられている。
【００２６】
さらに、図示する実施例の場合、前記の車体側部材（３）において上下のゴム部材（４）（５）により挟まれる開口部（31）周辺の座面部（33）は、車体に組付けた使用状態での前記ロッド（２）の揺動によるロッド軸心の傾きに合わせて、取付用孔（32）での車体への取付面に対して僅かに傾斜せしめられている。すなわち、前記座面部（33）に対して直角方向の軸心（Ｂ−Ｂ）が、前記取付面に対して直角方向の軸心（Ａ−Ａ）に対して、前記ロッド揺動によるロッド軸心の傾き方向に、その傾き角度に応じて、所定の角度をなすように傾斜せしめられており、ゴム部材（４）（５）に大きな歪み変形が生じないようになっている。
【００２７】
この第１の実施例の防振ブッシュ（１）において、組付けに際しては、スリーブ（９）を、車体側部材（３）の開口部（31）およびこれに加硫接着されている下側のゴム部材（５）の内孔（53）に嵌挿しておいて、前記ゴム部材（５）の下面側に下側のストッパ部材（７）を介在させた状態で、下方よりロッド（２）の上端部（21）を挿入する。そして、前記スリーブ（９）の上部に上側のゴム部材（４）とこれに加硫接着された上側のストッパ部材（６）を嵌装して、該ストッパ部材（６）の上方に突出するロッド上端部（21）のネジ部分（22）にナット（８）を螺合させ、該ナット（８）を締付けることにより、上下一対のゴム部材（４）（５）を所定の予圧縮状態に保持する。このとき、上側のゴム部材（５）の下部がカップ状金具（35）に嵌合することにより外周部が拘束されて、過度の膨出変形が阻止される。
【００２８】
この組み付けにおいて、上側のゴム部材（４）の上面が上側のストッパ部材（６）に加硫接着されて該ストッパ部材（６）と一体化しているために、前記の締付けにより圧縮されても、前記接着側では外方への膨出変形が抑制される。そのため、仮にロッド（２）に対して下方向きに大きな荷重が入力されても、前記上側のストッパ部材（６）がゴム部材（４）の内孔部にもぐり込むおそれがなく、また振動による大変位が生じたときの変位ストロークの制限効果も良好に発揮され、防振ブッシュ（１）として良好な振動吸収の効果を良好に保持できる。
【００２９】
しかも、上側のゴム部材（４）が、ストッパ部材（６）との接着側ほど径小のテーパ状をなしているために、該ゴム部材（４）がストッパ部材（６）に接着されているにも拘わらず、ばね定数が高くなりすぎることがない。また、車体側部材（３）に加硫接着されている下側のゴム部材（５）の外方への過度の膨出変形も防止されることで、上下一対のゴム部材（４）（５）によるばね定数の設定が容易になり、良好な防振特性を保持でき、かつ設計の自由度が向上する。
【００３０】
さらにその上、前記の車体側部材（３）の座面部（33）がロッド（２）の揺動による傾きに合わせて傾斜しているために、ロッド（２）の揺動によりその軸心が車体への取付面に対して傾くことがあっても、上下のゴム部材（４）（５）の過度の歪み変形を抑制でき、耐久性を向上できる。
【００３１】
上記した第１の実施例においては、下側のゴム部材（５）を車体側部材（３）に加硫接着しているが、このほか、図５および図６に示すように、このゴム部材（５）を下側のストッパ部材（７）の上面に対し加硫接着して実施することもできる。この場合も、前記ゴム部材（５）がストッパ部材（７）との接着側がやや径小の逆テーパ状に形成され、さらに軸線方向の略中央部に周方向の凹溝（56）が形成されて、ばね定数が高くなりすぎず、初期荷重に対して柔らかいばね特性を得ることができるように形成されている。他の各構成、例えば上側のゴム部材（４）と上側のストッパ部材（６）とを加硫接着した点、車体側部材（３）の座面部（33）の傾斜の点等の他の構成およびその作用効果については、上記した実施例と同様である。
【００３２】
この実施例においても、下側のストッパ部材（７）に加硫接着されているゴム部材（５）の外方への過度の膨出変形を防止でき、上下のゴム部材（４）（５）によるばね定数の設定が容易になる。
【００３３】
なお、下側のゴム部材（５）については、車体側部材（３）および下側のストッパ部材（７）のいずれにも加硫接着しないで実施することも可能であるが、ばね特性や防振特性の設定上は、上記した実施例のようにいずれか一方に加硫接着して実施するのが望ましい。
【００３４】
【発明の効果】
上記したように、本発明の防振ブッシュ構造によれば、サスペンション側のロッドの振動変位、特に下方向きに大きな荷重が入力された場合の上側のゴム部材のもぐり込みを防止でき、振動による変位ストロークの制限効果を確実に発揮でき、防振ブッシュとして安定した良好な特性を維持できる。
【図面の簡単な説明】
【図１】本発明の自動車用防振ブッシュ構造の第１の実施例を示す図２のＸ−Ｘ線の断面図である。
【図２】同上の平面図である。
【図３】上側のゴム部材とストッパ部材の縦断面図である。
【図４】車体側部材と下側のゴム部材との図１と同線上の断面図である。
【図５】本発明の第２の実施例を示す断面図である。
【図６】同上の実施例に使用する下側のゴム部材とストッパ部材の断面図である。
【図７】従来の自動車用防振ブッシュ構造を示す断面図である。
【図８】（ａ）（ｂ）それぞれ従来構造の上下のゴム部材の圧縮前の形態を示す断面図である。
【符号の説明】
（１） 防振ブッシュ
（２） サスペンション側のロッド
（３） 車体側部材
（４） 上側のゴム部材
（５） 下側のゴム部材
（６） 上側のストッパ部材
（７） 下側のストッパ部材
（８） ナット
（９） スリーブ
（10） 車体の取付部
（21） ロッドの上端部
（22） ネジ部
（23） 係止部
（31） 開口部
（32）（32） 取付用孔
（33） 座面部
（34） 隙間
（43）（53） 内孔[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an anti-vibration bush structure for connecting a suspension-side rod of an automobile to a vehicle body side .
[0002]
[Prior art]
A structure shown in FIG. 7 is well known as a vibration-proof bushing structure for elastically connecting a suspension-side shock absorber rod to a vehicle-side member in connection between a vehicle suspension side and a vehicle body side.
[0003]
This anti-vibration bush structure includes a vehicle body side member (103) having an opening (131) through which the rod (102) of the shock absorber passes, and the opening (131) above and below the vehicle body side member (103). A pair of annular rubber members (104) and (105) disposed coaxially and oppositely, and stoppers disposed on the upper surface of the upper rubber member (104) and the lower surface of the lower rubber member (105), respectively. The member (106) (107), the opening (131) of the vehicle body side member (103) and the rod receiving sleeve (109) inserted through the inner holes of the upper and lower rubber members (104) (105) And. Then, the upper end of the rod (102) is inserted into the sleeve (109) from below, and a tightening member such as a nut is attached to the end of the rod (102) protruding above the upper stopper member (104). (108) is screwed together, and the pair of rubber members (104) (105) is held in a precompressed state between the upper and lower stopper members (106) (107) by tightening the tightening member (108). ing. Thus, the vertical vibration of the rod (102) can be absorbed by the upper and lower rubber members (104) (105).
[0004]
However, in the case of the conventional vibration-proof bushing structure, the upper and lower rubber members (104) (105) are individually vulcanized separately from the vehicle body side member and the upper and lower stopper members (106) (107). Each is incorporated as shown in FIG. Thus, for example, the upper and lower rubber members (104) (105) vulcanized and molded into a shape as shown in FIG. 8 are compressed by tightening the tightening member (108), so that the stopper members (106) (107) ) Bulges outward as shown in FIG.
[0005]
Therefore, if a large load is input downward with respect to the rod, the upper stopper member may dig into the inner hole side of the rubber member, resulting in a state where the stopper is removed. The expected vibration absorption effect cannot be obtained. Further, the effect of restricting the displacement stroke when a large displacement is generated due to vibration is also reduced, and the characteristics as the vibration-proof bushing cannot be maintained well and become unstable.
[0006]
The present invention has been made in view of the above, and can prevent the rubber member from getting caught during vibration displacement of the suspension-side rod, and can reliably exhibit the effect of limiting the displacement stroke due to vibration. The present invention provides an anti-vibration bushing structure for automobiles that can maintain stable and good characteristics.
[0007]
[Means for Solving the Problems]
The present invention relates to an anti-vibration bushing structure for connecting a suspension-side rod of an automobile to a vehicle body side, the vehicle body-side member having an opening portion through which the rod passes, and the opening portion above and below the vehicle body-side member. A pair of annular rubber members disposed coaxially and oppositely, a stopper member disposed on each of the upper surface of the upper rubber member and the lower surface of the lower rubber member, an opening of the vehicle body side member, and A rod receiving sleeve inserted into the inner hole of the upper and lower rubber members, the rod is inserted through the sleeve, and the upper and lower rubber members are tightened by tightening a tightening member disposed at the end of the rod. the vibration damping bush structure for a motor vehicle wherein the pair of rubber members is held in the pre-compressed state between the stopper member, the upper rubber member is on the lower surface of the upper stopper member vulcanization, the vehicle body The member is provided with a mounting surface to the vehicle body perpendicular to the rod axis on the suspension side, and the seat surface portion around the opening sandwiched between the upper and lower rubber members is the upper rubber as the rod swings. In order to suppress distortion deformation of the member, the rod is inclined with respect to the mounting surface in accordance with the inclination due to the swing of the rod .
[0008]
As a result, the upper rubber member is vulcanized and bonded to the upper stopper member so that the upper rubber member is integrated with the stopper member. Therefore, even when the upper rubber member is compressed by tightening the tightening member, it is outward on the bonding side. In this state, the bulging deformation is suppressed.
[0009]
Therefore, in this state, even if a large load is input downward with respect to the rod, the upper stopper member is not likely to slip into the inner hole portion side of the rubber member, and a satisfactory vibration absorbing effect can be maintained. . Further, the effect of restricting the displacement stroke when a large displacement due to vibration occurs is also exhibited well, and the characteristics as a vibration-proof bushing can be maintained well.
[0010]
In the above vibration-proof bushing structure, the lower rubber member is vulcanized and bonded to the lower surface of the vehicle body side member, or is vulcanized and bonded to the upper surface of the lower stopper member. You can also
[0011]
In the case of these inventions, the lower rubber member is also bonded to the vehicle body side member or the lower stopper member, so that excessive outward deformation is prevented and the vibration-proof characteristic is improved. Can be maintained.
[0012]
Further, in the above-mentioned vibration-proof bushing structure, it is preferable that the upper rubber member has a taper shape with a smaller diameter toward the bonding side with the stopper member. That is, since the rubber member is bonded to the stopper member, the spring constant is increased. As described above, the spring constant can be maintained within a suitable range by tapering and reducing the diameter of the bonding side.
[0013]
In the above-mentioned vibration-proof bushing structure, it is preferable that a cup-shaped metal fitting into which the lower part of the upper rubber member is fitted is fixed to the upper surface side of the vehicle body-side member. It can be restrained and excessive bulging deformation can be prevented.
[0014]
Further, in the vibration damping bushing structure of the present invention, since the seat surface portion of the periphery of an opening which is sandwiched between the upper and lower rubber members in the body side member of the is inclined to match the inclination by the swing of the suspension side of the rod, Excessive strain deformation of the rubber member accompanying the swinging of the rod can be suppressed.
[0015]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described based on examples shown in the drawings.
[0016]
FIG. 1 is a cross-sectional view showing a first embodiment of an automotive vibration-proof bushing structure according to the present invention, FIG. 2 is a plan view of the same, FIG. 3 is a vertical cross-sectional view of an upper rubber member and a stopper member, and FIG. FIG. 2 is a sectional view of the vehicle body side member and the lower rubber member on the same line as FIG.
[0017]
The anti-vibration bush (1) of this embodiment is a so-called vehicle body such as a suspension-side shock absorber (not shown) rod (2), a vehicle-side mounting bracket, etc. It is used for elastically coupling to a side member (hereinafter referred to as a vehicle body side member) and has the following configuration.
[0018]
The vehicle body side member (3) in the illustrated example is made of a metal such as a pressed steel plate, and has a substantially rhombus shape with a bracket attached to a mounting portion (10) set in a part of the vehicle body, And an opening (31) through which the upper end (21) of the rod (2) passes, and at both ends in the longitudinal direction facing each other across the opening (31) Mounting holes (32) and (32) for (10) are formed. The opening (31) opens larger than the outer diameter of the upper end (21) of the rod (2). The periphery of the opening (31) is formed as a seat surface part (33) sandwiched between rubber members to be described later.
[0019]
In the figure, (4) and (5) are a pair of annular rubber members disposed relative to the upper and lower sides of the seating surface portion (33) of the vehicle body side member (3), and (6) and (7) are respectively the upper side. The upper and lower stopper members respectively disposed on the upper surface portion of the rubber member (4) and the lower surface portion of the lower rubber member (5).
[0020]
In the case of the figure, a cup-shaped metal fitting (35) that opens upward and has a through hole for the rod (2) on the bottom surface is formed on the upper surface of the seat surface portion (33) of the vehicle body side member (3). 31) is fixed coaxially by caulking fixing means to the inner edge, and the upper rubber member (4) is constrained on the outer periphery in a pre-compressed state by fitting the lower part thereof into the cup-shaped metal fitting (35). It has come to be. The peripheral side wall of the cup-shaped metal fitting (35) has an outwardly expanding shape.
[0021]
The upper rubber member (4) has an upper surface vulcanized and bonded to the upper stopper member (6) to be integrated. The rubber member (4) has a tapered shape with a smaller diameter on the side of the rubber member (4) bonded to the stopper member (6). The spring constant does not become too high due to the bonding with the stopper member (6) and is soft against the initial load. It is formed so that it can be obtained. In addition, it is also possible to form a circumferential groove on the outer peripheral surface to obtain a soft spring characteristic. The stopper member (6) has a through hole concentric with the inner hole (43) of the rubber member (4), and is provided so that the upper end (21) of the rod (2) can pass therethrough. Further, a screw is formed at the tip of the upper end portion (21) of the rod (2), and a nut (8) as a tightening member is screwed into the screw portion (22), and the nut (8 The upper stopper member (6) is tightened in the axial direction.
[0022]
On the other hand, the lower rubber member (5) is arranged coaxially with the opening (31) of the vehicle body side member (3). In the case of the first embodiment, as shown in FIG. The vehicle body side member (3) is integrally attached to the lower surface of the vehicle body side member (3) by a vulcanizing adhesive means. On the outer peripheral surface of the rubber member (5), an axial groove (51) is formed for each required interval in the circumferential direction so that a soft spring characteristic can be obtained with respect to the initial load. (52) is an engagement leg part formed by extending a part of the outer peripheral edge of the rubber member (5) to the upper surface side of the vehicle body side member (3) through a hole in the vehicle body side member (3).
[0023]
The lower stopper member (7) in contact with the lower surface of the lower rubber member (5) is formed in a substantially concave shape by a pressed steel plate or the like, and has an inner hole (53) in the rubber member (5) at the center thereof. A ring-shaped engagement with a through hole concentric with the rod (2) so that the upper end (21) of the rod (2) passes therethrough, and the periphery of the through hole is provided in the rod (2). It is provided so as to be locked on the stopper (23).
[0024]
The upper stopper member (6) is tightened in the axial direction by the nut (8), so that the pair of upper and lower rubbers are interposed between the upper stopper member (6) and the lower stopper member (7). The members (4) and (5) are sandwiched in a compressed state, and the seat surface portion (33) of the vehicle body side member (3) is held between the pair of rubber members (4) and (5).
[0025]
(9) in the figure is a tubular sleeve that receives the upper end (21) of the rod (2), and is inserted into the inner holes of the upper and lower rubber members (4) and (5). That is, the sleeve (9) passes through the opening (31) of the vehicle body side member (3) with a gap in the radial direction, and the rubber members (4) and (5) are attached to the upper and lower portions, respectively. Has been. This sleeve (9) is interposed between the upper and lower stopper members (6) and (7), and when the nut (8) is tightened in the axial direction, the sleeve (9) is interposed between the stopper members (6) and (7). The pair of rubber members (4) and (5) are configured to be in a predetermined pre-compressed state while being held at a constant interval corresponding to the length of (9). A clearance (34) between the peripheral edge of the opening (31) of the vehicle body side member (3) and the sleeve (9) is provided at the peripheral edge of the inner hole on the opposite side of the upper and lower rubber members (4) (5). Protrusions (44) and (54) that are in contact with each other are provided.
[0026]
Further, in the illustrated embodiment, the seat surface portion (33) around the opening (31) sandwiched between the upper and lower rubber members (4) and (5) in the vehicle body side member (3) is assembled to the vehicle body. In accordance with the inclination of the rod axis due to the swinging of the rod (2) in use, the attachment hole (32) is slightly inclined with respect to the attachment surface to the vehicle body. That is, the axis of the axis (BB) in the direction perpendicular to the seat surface portion (33) is the rod axis by the rod swinging with respect to the axis of the direction perpendicular to the mounting surface (AA). In the inclination direction of the heart, it is inclined so as to form a predetermined angle in accordance with the inclination angle, so that large distortion deformation does not occur in the rubber members (4) and (5).
[0027]
In the vibration isolating bush (1) of the first embodiment, when assembling, the sleeve (9) is connected to the opening (31) of the vehicle body side member (3) and the lower side vulcanized and bonded thereto. The rod (2) is inserted into the inner hole (53) of the rubber member (5) and the lower stopper member (7) is interposed on the lower surface side of the rubber member (5) from below. Insert the upper end (21). The upper rubber member (4) and the upper stopper member (6) vulcanized and bonded to the upper portion of the sleeve (9) are fitted, and the rod protrudes above the stopper member (6). The nut (8) is screwed into the screw portion (22) of the upper end (21), and the nut (8) is tightened to hold the pair of upper and lower rubber members (4) (5) in a predetermined pre-compressed state. To do. At this time, when the lower portion of the upper rubber member (5) is fitted into the cup-shaped metal fitting (35), the outer peripheral portion is restrained and excessive bulging deformation is prevented.
[0028]
In this assembly, since the upper surface of the upper rubber member (4) is vulcanized and bonded to the upper stopper member (6) and integrated with the stopper member (6), even if compressed by the tightening, On the bonding side, outward bulging deformation is suppressed. Therefore, even if a large load is input downward with respect to the rod (2), the upper stopper member (6) is not likely to get into the inner hole portion of the rubber member (4), and a large displacement due to vibration. The effect of restricting the displacement stroke when this occurs is also satisfactorily exhibited, and the vibration absorbing bush (1) can maintain a satisfactory vibration absorbing effect.
[0029]
In addition, since the upper rubber member (4) has a tapered shape with a smaller diameter toward the bonding side with the stopper member (6), the rubber member (4) is bonded to the stopper member (6). Nevertheless, the spring constant does not become too high. In addition, excessive bulging deformation of the lower rubber member (5) that is vulcanized and bonded to the vehicle body side member (3) is also prevented, so that a pair of upper and lower rubber members (4) (5) ) Makes it easy to set the spring constant, maintains good vibration isolation characteristics, and improves the degree of freedom in design.
[0030]
Furthermore, since the seating surface portion (33) of the vehicle body side member (3) is inclined in accordance with the inclination caused by the swing of the rod (2), the shaft center is caused by the swing of the rod (2). Even if it is inclined with respect to the mounting surface to the vehicle body, excessive distortion deformation of the upper and lower rubber members (4) and (5) can be suppressed, and durability can be improved.
[0031]
In the first embodiment described above, the lower rubber member (5) is vulcanized and bonded to the vehicle body side member (3). In addition, as shown in FIGS. (5) can also be carried out by vulcanizing and bonding to the upper surface of the lower stopper member (7). Also in this case, the rubber member (5) is formed in a reverse taper shape with a slightly smaller diameter on the side bonded to the stopper member (7), and further, a circumferential groove (56) is formed in a substantially central portion in the axial direction. Thus, the spring constant does not become too high, and a spring characteristic soft against the initial load can be obtained. Other configurations such as a point where the upper rubber member (4) and the upper stopper member (6) are vulcanized and bonded, a point of inclination of the seat surface portion (33) of the vehicle body side member (3), etc. The operational effects thereof are the same as in the above-described embodiment.
[0032]
Also in this embodiment, the rubber member (5) vulcanized and bonded to the lower stopper member (7) can be prevented from excessively bulging and deforming outward, and the upper and lower rubber members (4) (5) This makes it easy to set the spring constant.
[0033]
The lower rubber member (5) can be implemented without vulcanizing and bonding to either the vehicle body side member (3) or the lower stopper member (7). In setting the vibration characteristics, it is desirable to vulcanize and bond to either one as in the above-described embodiment.
[0034]
【The invention's effect】
As described above, according to the anti-vibration bushing structure of the present invention, vibration displacement of the rod on the suspension side, in particular, the upper rubber member can be prevented from getting caught when a large load is applied in the downward direction. Stroke limiting effect can be demonstrated reliably and stable and good characteristics can be maintained as a vibration-proof bushing.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view taken along line XX of FIG. 2 showing a first embodiment of a vibration isolating bush structure for an automobile according to the present invention.
FIG. 2 is a plan view of the above.
FIG. 3 is a longitudinal sectional view of an upper rubber member and a stopper member.
4 is a cross-sectional view of the vehicle body side member and the lower rubber member on the same line as FIG. 1. FIG.
FIG. 5 is a cross-sectional view showing a second embodiment of the present invention.
FIG. 6 is a cross-sectional view of a lower rubber member and a stopper member used in the embodiment described above.
FIG. 7 is a cross-sectional view showing a conventional anti-vibration bushing structure for an automobile.
FIGS. 8A and 8B are cross-sectional views showing a state before compression of upper and lower rubber members of a conventional structure, respectively.
[Explanation of symbols]
(1) Vibration isolation bush (2) Suspension side rod (3) Car body side member (4) Upper rubber member (5) Lower rubber member (6) Upper stopper member (7) Lower stopper member ( 8) Nut (9) Sleeve (10) Car body mounting part (21) Rod upper end (22) Screw part (23) Locking part (31) Opening part (32) (32) Mounting hole (33) Seat Face (34) Clearance (43) (53) Inner hole
Claims (2)
前記上側のゴム部材が、上側のストッパ部材の下面に加硫接着され、
前記車体側部材は、車体への取付面がサスペンション側のロッド軸心に対して垂直に設けられるとともに、上下のゴム部材により挟まれる開口部周辺の座面部が、前記ロッドの揺動に伴う前記上側のゴム部材の歪み変形を抑制するように、前記ロッドの揺動による傾きに合わせて前記取付面に対して傾斜せしめられた
ことを特徴とする自動車用の防振ブッシュ構造。An anti-vibration bush structure for connecting a suspension-side rod of an automobile to a vehicle body side, the vehicle body-side member having an opening through which the rod passes, and coaxially with the opening above and below the vehicle-body side member A pair of annular rubber members disposed opposite to each other, stopper members disposed on the upper surface of the upper rubber member and the lower surface of the lower rubber member, the opening of the vehicle body side member, and the upper and lower rubbers A rod receiving sleeve inserted into an inner hole portion of the member, and the upper and lower stopper members are inserted into the sleeve and tightened by a tightening member disposed at an end of the rod. In the vibration-proof bushing structure in which the pair of rubber members are held in a pre-compressed state therebetween,
The upper rubber member is vulcanized and bonded to the lower surface of the upper stopper member ,
The vehicle body side member is provided with a mounting surface on the vehicle body perpendicular to the rod axis on the suspension side, and a seat surface portion around an opening sandwiched between upper and lower rubber members is formed by the rocking of the rod. An anti-vibration bushing structure for an automobile, wherein the anti-vibration bushing structure is inclined with respect to the mounting surface in accordance with an inclination caused by swinging of the rod so as to suppress distortion deformation of an upper rubber member .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001067531A JP3852292B2 (en) | 2001-03-09 | 2001-03-09 | Anti-vibration bush structure for automobiles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001067531A JP3852292B2 (en) | 2001-03-09 | 2001-03-09 | Anti-vibration bush structure for automobiles |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| JP2002266916A JP2002266916A (en) | 2002-09-18 |
| JP2002266916A5 JP2002266916A5 (en) | 2006-06-22 |
| JP3852292B2 true JP3852292B2 (en) | 2006-11-29 |
Family
ID=18925864
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001067531A Expired - Fee Related JP3852292B2 (en) | 2001-03-09 | 2001-03-09 | Anti-vibration bush structure for automobiles |
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| Country | Link |
|---|---|
| JP (1) | JP3852292B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4686890B2 (en) * | 2001-04-19 | 2011-05-25 | トヨタ自動車株式会社 | Shock absorber body mounting structure |
| CN115163742A (en) * | 2022-07-05 | 2022-10-11 | 西北机电工程研究所 | Split type rubber vibration damper |
-
2001
- 2001-03-09 JP JP2001067531A patent/JP3852292B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JP2002266916A (en) | 2002-09-18 |
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