Automobile front suspension control arm
By adopting the internal and external threaded connection between the adjustment cylinder and the adjustment rod and the limit rod design in the front suspension control arm of the automobile, the structural strength is enhanced, the vulnerability problem in the prior art is solved, and driving safety is ensured.
Patent Information
- Application Number
- CN202421072871.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-05-16
- Publication Date
- 2024-12-24
- Estimated Expiration
- 2034-05-16
AI Technical Summary
The existing front suspension control arm structure of the automobile is relatively fragile and is prone to bend and damaged, affecting driving safety.
A structure including a first connecting block, an adjustment rod, a bearing, an adjustment cylinder, a circular block and a limiting rod are designed. The adjustment cylinder and an adjustment rod are enhanced through the connection between the internal thread and the external thread and the limiting groove. The connection strength between the two parts and the fixation of anti-nuts and clamps ensures the stability of the device.
It effectively improves the overall strength of the front suspension control arm of the car, prevents damage and ensures driving safety.
Smart Images
Figure CN222223844U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of automobile equipment, in particular to an automobile front suspension control arm. Background Art
[0002] As the guiding and force transmission element of the automobile suspension system, the automobile control arm transmits various forces acting on the wheels to the body, and at the same time ensures that the wheels move along a certain trajectory; automobile control arms are widely used in McPherson-type independent front suspensions. The current control arm structure is mostly a triangular arm structure. The triangular arm control arm includes a main arm and a secondary arm. The front and rear ends of the main arm are pressed with shock-absorbing bushings, which are connected to the subframe through the shock-absorbing bushings. A ball pin seat is provided at the end of the secondary arm extending outward from the middle position of the main arm, and a ball pin is provided on the ball pin seat. The ball pin is connected to the steering knuckle on the automobile wheel hub.
[0003] However, the existing automobile front suspension control arm is prone to bending and damage due to its fragile adjustment part. Once the adjustment part is damaged, it is very easy to affect the life safety of the driver. Therefore, those skilled in the art provide an automobile front suspension control arm to solve the problems raised in the above background technology. Utility Model Content
[0004] The utility model aims to provide a front suspension control arm for an automobile to solve the problems raised in the above-mentioned background technology.
[0005] In order to achieve the above purpose, the utility model provides the following technical solutions:
[0006] A front suspension control arm of an automobile comprises a first connecting block and two adjusting rods, wherein two bearings are fixedly inlaid on the bottom surface of the first connecting block, an adjusting cylinder is fixedly installed on the inner ring of each bearing, an internal thread is provided on the inner wall of each adjusting cylinder, an external thread is provided on the outer surface of each adjusting rod, each internal thread is threadedly connected to the external thread, a circular block is fixedly installed on the inner wall of each adjusting cylinder, a limiting rod is fixedly installed on the bottom surface of each circular block, a limiting groove is provided on the upper surface of each adjusting rod, and the bottom end of each limiting rod extends to the inside of the limiting groove.
[0007] As a further solution of the utility model: a connecting screw is fixedly installed on the upper surface of the first connecting block, and an anti-dropping nut is threadedly connected to the outer surface of the connecting screw.
[0008] As a further solution of the utility model: a second connecting block is fixedly installed on the bottom surfaces of the two adjusting rods, and two connecting rods are fixedly installed on the bottom surface of the second connecting block.
[0009] As a further solution of the utility model: a reinforcing block is fixedly mounted on the bottom surfaces of the two connecting rods, and a strip-shaped opening is opened on the front surface of the reinforcing block.
[0010] As a further solution of the utility model: a third connecting block is fixedly installed on the bottom surface of the reinforcing block, and a clamping block is fixedly installed on the bottom surface of the third connecting block.
[0011] As a further solution of the utility model: two mounting holes are provided on the front side and the back side of the card block.
[0012] Compared with the prior art, the beneficial effects of the utility model are:
[0013] The automobile front suspension control arm is characterized in that the top ends of two adjusting cylinders are fixedly mounted on the inner rings of two bearings respectively, so that the two adjusting cylinders can rotate freely; an internal thread is provided on the inner wall of each adjusting cylinder, and each internal thread is threadedly connected with an external thread provided on the outer surface of an adjusting rod, so that the overall length of the device can be adjusted when the two adjusting cylinders rotate; and a limiting rod is installed on the bottom surface of each circular block, and the bottom end of each limiting rod is inserted into a limiting groove provided on the upper surface of the adjusting rod, so that the connection strength between the adjusting cylinder and the adjusting rod can be effectively strengthened. BRIEF DESCRIPTION OF THE DRAWINGS
[0014] Figure 1 It is a three-dimensional structural schematic diagram of a front view of a front suspension control arm of an automobile;
[0015] Figure 2 It is a three-dimensional structural schematic diagram of a side view of a front suspension control arm of an automobile;
[0016] Figure 3 It is a three-dimensional structural schematic diagram of a front cross-sectional view of an adjustment cylinder in a front suspension control arm of an automobile;
[0017] Figure 4 The present invention is a three-dimensional structural schematic diagram of a front cross-section view of an adjustment rod in a front suspension control arm of an automobile.
[0018] In the figure: 1. connecting screw; 2. anti-drop nut; 3. first connecting block; 4. bearing; 5. adjusting cylinder; 6. external thread; 7. adjusting rod; 8. second connecting block; 9. connecting rod; 10. reinforcing block; 11. strip opening; 12. third connecting block; 13. mounting hole; 14. clamping block; 15. round block; 16. internal thread; 17. limiting rod; 18. limiting groove. DETAILED DESCRIPTION
[0019] In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present utility model. In addition, the terms "first", "second", etc. are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, features defined as "first", "second", etc. may explicitly or implicitly include one or more of the features. In the description of the present utility model, unless otherwise specified, "multiple" means two or more.
[0020] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood by specific circumstances.
[0021] See also Figures 1 to 4 In the embodiment of the utility model, a front suspension control arm of an automobile includes a first connecting block 3 and two adjusting rods 7. Two bearings 4 are fixedly inlaid on the bottom surface of the first connecting block 3. An adjusting cylinder 5 is fixedly installed on the inner ring of each bearing 4. An inner wall of each adjusting cylinder 5 is provided with an internal thread 16. An outer surface of each adjusting rod 7 is provided with an external thread 6. Each internal thread 16 is threadedly connected to the external thread 6. A circular block 15 is fixedly installed on the inner wall of each adjusting cylinder 5. A limiting rod 17 is fixedly installed on the bottom surface of each circular block 15. A limiting groove 18 is provided on the upper surface of each adjusting rod 7. The bottom end of each limiting rod 17 extends to the inside of the limiting groove 18. , the internal thread 16 is threadedly connected with the external thread 6, so that the staff can adjust the overall length of the device by rotating the two adjusting cylinders 5. By installing a circular block 15 on the inner wall of each adjusting cylinder 5 and installing a limiting rod 17 on the bottom surface of each circular block 15, when each adjusting cylinder 5 rotates, the limiting rod 17 inside it can also rotate and move synchronously. By providing a limiting groove 18 on the upper surface of the adjusting rod 7 and making each limiting rod 17 slidably connected to the limiting groove 18, the connection strength between the adjusting cylinder 5 and the adjusting rod 7 can be effectively increased. By cooperating between the two adjusting cylinders 5 and the two adjusting rods 7, the strength of the connection of the device can be effectively guaranteed.
[0022] A connecting screw 1 is fixedly installed on the upper surface of the first connecting block 3, and an anti-slip nut 2 is threadedly connected to the outer surface of the connecting screw 1. The connecting screw 1 can be connected to the front suspension control arm connecting tube, and the anti-slip nut 2 can prevent the connection between the connecting screw 1 and the front suspension control arm connecting tube from loosening. A second connecting block 8 is fixedly installed on the bottom surfaces of the two adjusting rods 7, and two connecting rods 9 are fixedly installed on the bottom surface of the second connecting block 8. The second connecting block 8 supports and limits the two adjusting rods 7.
[0023] A reinforcing block 10 is fixedly installed on the bottom surfaces of the two connecting rods 9, and a strip-shaped opening 11 is provided on the front of the reinforcing block 10. The two connecting rods 9 jointly connect the reinforcing block 10 and the second connecting block 8. By providing the strip-shaped opening 11 on the front of the reinforcing block 10, not only can raw materials be saved, but also the strength of the reinforcing block 10 is not affected. A third connecting block 12 is fixedly installed on the bottom surface of the reinforcing block 10, and a clamping block 14 is fixedly installed on the bottom surface of the third connecting block 12. The third connecting block 12 connects the reinforcing block 10 and the clamping block 14. Two mounting holes 13 are provided on the front and back of the clamping block 14. By using two sets of fixing screws to penetrate the two mounting holes 13 respectively, the clamping block 14 can be firmly installed on one side of the front suspension control frame of the automobile. By providing two mounting holes 13 on the front and back of the clamping block 14, the clamping block 14 can be firmly connected to the front suspension control frame of the automobile.
[0024] The working principle of the utility model is: first, the staff connects the connecting screw 1 with the front suspension control arm connecting tube, then rotates the anti-drop nut 2 to make it in close contact with one end of the connecting tube, and then the staff uses a tool to simultaneously rotate the two adjusting cylinders 5. The rotation of each adjusting cylinder 5 drives the circular block 15 and the limit rod 17 inside it to rotate and move. Finally, the staff uses two sets of fixing screws to penetrate the two mounting holes 13 respectively, so that the block 14 can be assembled with the front suspension control frame of the automobile.
[0025] The above is only a preferred specific implementation of the utility model, but the protection scope of the utility model is not limited thereto. Any technician familiar with the technical field can make equivalent replacements or changes according to the technical solution and utility model concept of the utility model within the technical scope disclosed by the utility model, which should be included in the protection scope of the utility model. For those skilled in the art, it is obvious that the utility model is not limited to the details of the above exemplary embodiments, and can be implemented in other specific forms without departing from the spirit or basic features of the utility model. Therefore, no matter from which point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the utility model is limited by the attached claims rather than the above description, so it is intended to include all changes that fall within the meaning and scope of the equivalent elements of the claims in the utility model. Any figure mark in the claims should not be regarded as limiting the claims involved.
[0026] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.
Claims
1. A front suspension control arm of an automobile, comprising a first connecting block (3) and two adjusting rods (7), characterized in that: Two bearings (4) are fixedly embedded on the bottom surface of the first connecting block (3); an adjusting cylinder (5) is fixedly mounted on the inner ring of each bearing (4); an inner wall of each adjusting cylinder (5) is provided with an internal thread (16); an outer surface of each adjusting rod (7) is provided with an external thread (6); each internal thread (16) is threadedly connected to the external thread (6); a circular block (15) is fixedly mounted on the inner wall of each adjusting cylinder (5); a limiting rod (17) is fixedly mounted on the bottom surface of each circular block (15); a limiting groove (18) is provided on the upper surface of each adjusting rod (7); and the bottom end of each limiting rod (17) extends to the inside of the limiting groove (18).
2. The automobile front suspension control arm according to claim 1, characterized in that: A connecting screw (1) is fixedly mounted on the upper surface of the first connecting block (3), and an anti-drop nut (2) is threadedly connected to the outer surface of the connecting screw (1).
3. The automobile front suspension control arm according to claim 1, characterized in that: A second connecting block (8) is fixedly mounted on the bottom surfaces of the two adjusting rods (7), and two connecting rods (9) are fixedly mounted on the bottom surface of the second connecting block (8).
4. The automobile front suspension control arm according to claim 3, characterized in that: A reinforcing block (10) is fixedly mounted on the bottom surfaces of the two connecting rods (9), and a strip-shaped opening (11) is provided on the front surface of the reinforcing block (10).
5. The automobile front suspension control arm according to claim 4, characterized in that: A third connecting block (12) is fixedly mounted on the bottom surface of the reinforcing block (10), and a clamping block (14) is fixedly mounted on the bottom surface of the third connecting block (12).
6. The automobile front suspension control arm according to claim 5, characterized in that: Two mounting holes (13) are provided on the front side of the card block (14) and the back side of the card block (14).