Automobile swing arm with buffering anti-collision structure

Abstract

The utility model belongs to the field of automobiles, and particularly relates to an automobile swing arm with a buffering anti-collision structure, which comprises a swing arm body and a buffering part, the swing arm body consists of a first connecting arm, a second connecting arm and a third connecting arm, the buffering part is provided with a partition plate and polyester amine foam, and a hexagonal groove is formed in the partition plate. Polyesteramine foam is arranged in the hexagonal groove, a buffer cavity is formed in the first connecting arm, the partition plates are distributed in the buffer cavity in a honeycomb array mode, and the top ends and the bottom ends of the partition plates are connected with the top and the bottom of the buffer cavity respectively. Through the structural design of the polyesteramine foam and the honeycomb-shaped partition plate, the double energy absorption mechanisms of plastic crushing of the honeycomb hexagonal units and compression deformation of the foam are utilized, instant impact force is converted into progressive energy dissipation, peak load is reduced, instant fracture of a metal structure is avoided, and the service life of the honeycomb-shaped partition plate is prolonged. Axial impact force is dispersed to a plurality of hexagonal units through array distribution of the honeycomb partition plates, so that stress is uniformly transmitted along the walls of the partition plates.

Description

Technical Field

[0001] This utility model relates to the automotive field, specifically to a car swing arm with a buffer and anti-collision structure. Background Technology

[0002] With the rapid development of the automotive industry, the performance and safety requirements of automobiles are increasing. As a crucial component of the automotive suspension system, the control arm plays a vital role in connecting the wheels to the vehicle body and transmitting force and motion; its performance directly affects the vehicle's handling, comfort, and safety. During vehicle operation, the control arm is subjected to various complex forces from the road surface, including vertical loads, lateral impact forces, and axial impact forces during emergency braking or collisions. Especially in the event of a collision, the control arm may experience enormous instantaneous impact forces. If the control arm cannot effectively buffer and absorb this energy, it is prone to breakage, affecting the normal operation of the suspension system and potentially leading to more serious safety accidents, threatening the lives of occupants. Therefore, developing a control arm with excellent cushioning and collision protection performance is of significant practical importance for improving the overall safety and reliability of automobiles.

[0003] In the prior art, such as the Chinese patent (publication number: CN201320195774.5) that discloses a reinforcing structure for an automotive swing arm, the overall rigidity is enhanced by the interlocking structure of upper and lower reinforcing plates and through holes. However, this solution is only designed for static loads and conventional fatigue conditions, and does not consider the absorption of instantaneous impact energy. Although it improves rigidity, excessive rigidity will amplify the peak impact stress and will not be able to effectively absorb collision energy through material or structural deformation, which will easily lead to swing arm fracture. Although the design of the through holes and reinforcing plates improves the overall strength, the large bushing connecting arm is the main stress point, and its interior lacks an energy dissipation structure. The stress is concentrated in the weld or around the bushing, which exacerbates the risk of crack propagation. Moreover, relying solely on metal reinforcing plates increases the weight of the components, and lightweight energy-absorbing materials such as polyurethane foam are not integrated into the stress-bearing structure, thus failing to achieve synergistic optimization of lightweight and impact resistance.

[0004] Therefore, a car swing arm with a buffer and anti-collision structure is proposed to address the above problems. Utility Model Content

[0005] To overcome the shortcomings of existing technologies and solve the problem of not being able to effectively absorb collision energy through material or structural deformation, this utility model proposes a car swing arm with a buffer anti-collision structure.

[0006] The technical solution adopted by this utility model to solve its technical problem is: a car swing arm with a buffer and anti-collision structure, including a swing arm body and a buffer part. The swing arm body is composed of a first connecting arm, a second connecting arm and a third connecting arm. The buffer part has a partition and a polyester foam. The partition has a hexagonal groove, and the polyester foam is disposed in the hexagonal groove. The first connecting arm has a buffer cavity. The partition is distributed in a honeycomb array in the buffer cavity, and the top and bottom of the partition are respectively connected to the top and bottom of the buffer cavity.

[0007] Preferably, the end of the first connecting arm is provided with a large bushing, which consists of a limiting ring and an inner sleeve.

[0008] Preferably, the limiting ring has a groove, and a disc-shaped spring sheet is disposed in the groove.

[0009] Preferably, multiple sets of reserved holes are provided around the swing arm body, and springs are connected in the reserved holes, with rubber pads installed at the ends of the springs.

[0010] Preferably, the outer surface of the rubber pad is provided with a flange.

[0011] Preferably, the top and bottom of the first connecting arm, the second connecting arm and the third connecting arm are provided with anti-collision blocks, and each of the anti-collision blocks is provided with a light hole.

[0012] Preferably, the top and bottom of the swing arm body are provided with threaded holes for matching optical holes.

[0013] Preferably, the end of the second connecting arm is provided with a small bushing, and the end of the third connecting arm is provided with a ball head pin assembly.

[0014] The advantages of this utility model are:

[0015] 1. This utility model utilizes the structural design of polyester foam and honeycomb partitions to transform instantaneous impact force into gradual energy dissipation through the dual energy absorption mechanism of plastic crushing of honeycomb hexagonal units and compression deformation of foam, thereby reducing peak load and preventing instantaneous fracture of metal structure. The array distribution of honeycomb partitions disperses axial impact force to multiple hexagonal units, allowing stress to be uniformly transmitted along the partition wall, reducing stress concentration at the root of the first connecting arm of the large bushing, and extending fatigue life.

[0016] 2. This utility model, through the structural design of a disc spring, sets an axial groove on the limiting ring of the large bushing and embeds a disc spring, so that when the swing arm body swings laterally, the disc spring generates elastic compression deformation, providing nonlinear damping force. Compared with the traditional rigid bushing, this structure can effectively suppress the transmission of high-frequency vibration, reduce the bumps and noise during vehicle operation, and improve ride comfort. When subjected to lateral impact, the disc spring is compressed in stages to achieve buffering, avoiding the metal bushing from directly bearing the instantaneous impact load, reducing the risk of bushing deformation or breakage, and extending service life.

[0017] 3. This utility model, through the structural design of springs and rubber pads, opens through holes around the swing arm and builds in a spring + rubber pad structure. When the swing arm is subjected to impacts from different directions (such as vertical bumps, lateral bends, or longitudinal braking), the spring can compress and deform to absorb energy, while the rubber pad provides secondary cushioning, forming a multi-stage shock absorption system. This effectively disperses the impact force, reduces the peak stress of the swing arm body, avoids excessive deformation of the swing arm, and balances comfort and handling stability. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the swing arm body structure of this utility model;

[0020] Figure 2 This is a schematic diagram of the internal structure of the first connecting arm of this utility model;

[0021] Figure 3 For the present utility model Figure 3 Enlarged structural diagram at point A;

[0022] Figure 4 This is a schematic diagram of the limiting ring of this utility model;

[0023] Figure 5 This is a schematic diagram of the structure of the swing arm body of this utility model.

[0024] In the diagram: 1. Swing arm body; 101. Operating hole; 102. Reserved hole; 103. Threaded hole; 2. First connecting arm; 201. Buffer cavity; 3. Second connecting arm; 4. Third connecting arm; 5. Large bushing; 501. Limiting ring; 6. Small bushing; 7. Ball pin assembly; 8. Anti-collision block; 9. Partition plate; 901. Hexagonal groove; 10. Polyester foam; 11. Spring; 12. Rubber pad; 1201. Flange; 13. Disc spring plate; 14. Groove. Detailed Implementation

[0025] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0026] The following is in conjunction with the appendix Figure 1-5 This application will be described in further detail.

[0027] This application discloses a car swing arm with a buffer collision avoidance structure. (Refer to...) Figure 1 and Figure 2 A car swing arm with a buffer and anti-collision structure includes a swing arm body 1 and a buffer section. The swing arm body 1 has an operating hole 101. The swing arm body 1 is composed of a first connecting arm 2, a second connecting arm 3 and a third connecting arm 4. The buffer section has a partition 9 and a polyestermethane foam 10. The partition 9 has a hexagonal groove 901 and the polyestermethane foam 10 is disposed in the hexagonal groove 901. The first connecting arm 2 has a buffer cavity 201. The partition 9 is distributed in a honeycomb array in the buffer cavity 201, and the top and bottom ends of the partition 9 are connected to the top and bottom of the buffer cavity 201, respectively. The top and bottom ends of the partition 9 are welded or bonded to the top and bottom of the buffer cavity 201, respectively, to ensure the stability of the overall structure.

[0028] Reference Figure 1 The end of the second connecting arm 3 is provided with a small bushing 6, and the end of the third connecting arm 4 is provided with a ball joint assembly 7. The small bushing 6 is used to connect the suspension link, and the ball joint assembly 7 is used to connect the steering knuckle to ensure the flexible steering of the wheel. Both are components of the car swing arm.

[0029] Reference Figure 1 and Figure 4The end of the first connecting arm 2 is provided with a large bushing 5. The large bushing 5 is composed of a limiting ring 501 and an inner sleeve. The limiting ring 501 replaces the outer shell. A groove 14 is provided in the limiting ring 501. A disc spring plate 13 is provided in the groove 14. When the swing arm body 1 is subjected to lateral impact, the disc spring plate 13 can be compressed and deformed to provide progressive damping and suppress the transmission of high-frequency vibration to the vehicle body.

[0030] Reference Figure 1 , Figure 2 and Figure 3 Multiple sets of reserved holes 102 are opened around the swing arm body 1. A spring 11 is connected in the reserved hole 102. A rubber pad 12 is installed at the end of the spring 11. A flange 1201 is provided on the outer surface of the rubber pad 12. When compressed by impact from different directions, the rubber pad 12 absorbs high-frequency vibration through elastic deformation. At the same time, the flange 1201 enhances contact stability. The combination of spring 11 and rubber pad 12 can adjust the buffer stiffness to adapt to different road conditions.

[0031] Reference Figure 1 and Figure 5 The top and bottom of the first connecting arm 2, the second connecting arm 3 and the third connecting arm 4 are all provided with anti-collision blocks 8. The anti-collision blocks 8 are made of alloy material. Each anti-collision block 8 is provided with a light hole. The top and bottom of the swing arm body 1 are provided with threaded holes 103 that match the light holes. When installing the anti-collision blocks 8, the light holes can be entered by bolts and the threaded holes 103 can be connected to install the anti-collision blocks 8. The anti-collision blocks 8 are easy to replace when damaged.

[0032] Working principle: When the swing arm body 1 is subjected to axial impact (such as vehicle bumps or collisions), the impact force is first transmitted to the buffer cavity 201 of the first connecting arm 2. At this time, the hexagonal structure of the honeycomb partition 9 undergoes plastic deformation under pressure. At the same time, the polyester foam 10 filled in the hexagonal groove 901 further absorbs energy, forming a multi-stage buffer to reduce the peak impact force and prevent the swing arm body 1 from breaking. When the vehicle turns or encounters a lateral impact, the disc spring 13 in the limiting ring 501 of the large bushing 5 is compressed, providing nonlinear damping force and reducing the lateral sway of the swing arm body 1. The amplitude suppresses the transmission of high-frequency vibrations to the vehicle body, improving driving stability. The spring 11 in the pre-drilled holes 102 around the swing arm body 1 is compressed when subjected to impacts from different directions. The rubber pad 12 absorbs high-frequency vibrations through elastic deformation. At the same time, the flange 1201 enhances contact stability. The combination of spring 11 and rubber pad 12 can adjust the buffer stiffness to adapt to different road conditions. When the swing arm collides with surrounding components, the detachable anti-collision block 8 will make priority contact and deform to absorb impact energy. If the anti-collision block 8 is damaged, it can be replaced individually by removing the bolts, reducing maintenance costs.

[0033] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model.

Claims

1. A car swing arm with a buffer and anti-collision structure, comprising a swing arm body (1), characterized in that: The swing arm body (1) is composed of a first connecting arm (2), a second connecting arm (3) and a third connecting arm (4); It also includes a buffer section, which has a partition (9) and a polyester foam (10). A hexagonal groove (901) is provided in the partition (9), and a polyester foam (10) is provided in the hexagonal groove (901). The first connecting arm (2) has a buffer cavity (201) inside, and the partition (9) is distributed in a honeycomb array inside the buffer cavity (201), and the top and bottom of the partition (9) are respectively connected to the top and bottom of the buffer cavity (201).

2. The automobile swing arm with a buffer anti-collision structure according to claim 1, characterized in that: The end of the first connecting arm (2) is provided with a large bushing (5), which is composed of a limiting ring (501) and an inner sleeve.

3. A car swing arm with a buffer anti-collision structure according to claim 2, characterized in that: The limiting ring (501) has a groove (14) inside, and a disc spring plate (13) is provided in the groove (14).

4. The automobile swing arm with a buffer anti-collision structure according to claim 1, characterized in that: The swing arm body (1) has multiple sets of reserved holes (102) around it. A spring (11) is connected in the reserved hole (102), and a rubber pad (12) is installed at the end of the spring (11).

5. A car swing arm with a buffer anti-collision structure according to claim 4, characterized in that: The outer surface of the rubber pad (12) is provided with a flange (1201).

6. A car swing arm with a buffer anti-collision structure according to claim 1, characterized in that: The top and bottom of the first connecting arm (2), the second connecting arm (3) and the third connecting arm (4) are provided with anti-collision blocks (8), and each anti-collision block (8) is provided with a light hole.

7. A car swing arm with a buffer anti-collision structure according to claim 6, characterized in that: The top and bottom of the swing arm body (1) are provided with threaded holes (103) that are matched with the light holes.

8. A car swing arm with a buffer anti-collision structure according to claim 6, characterized in that: The end of the second connecting arm (3) is provided with a small bushing (6), and the end of the third connecting arm (4) is provided with a ball head pin assembly (7).

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