A swing arm for a motor vehicle suspension

Abstract

The utility model discloses a kind of automobile suspension swing arms, including swing arm, detachably equipped with clamping rod and clamping sleeve on swing arm side, sliding sleeve is equipped with the sliding sleeve outside clamping sleeve, control sleeve is rotatably equipped outside clamping sleeve, clamping block is fixedly equipped outside clamping rod, clamping slot is opened in clamping rod outside, sliding rod is slidably equipped with clamping sleeve, sliding rod one end is inserted into sliding slot, pull spring is connected and arranged outside clamping sleeve, clamping groove is opened in clamping sleeve top end, sliding slot is communicated and arranged in clamping groove one end, switching plate is rotatably equipped outside clamping sleeve, switching hole is opened in switching plate, fixedly connected and arranged with support rod on one side of sliding sleeve, control groove is opened in control sleeve inside variable diameter, fastening frame is fixedly installed on one side of control sleeve, fastening rod is slidably arranged in fastening frame, fastening plate is fixedly connected and arranged in fastening rod one end, fastening slot is opened in clamping sleeve outside, the utility model realizes the swing arm without tool auxiliary convenient dismounting at the same time, and the stable installation of swing arm is ensured.

Description

Technical Field

[0001] This utility model relates to the field of automotive suspension control arm technology, and more specifically, to an automotive suspension control arm. Background Technology

[0002] In the current development of the automotive industry, the suspension system, as a key component connecting the vehicle body and wheels, has a decisive impact on driving stability, comfort, and handling performance. Among them, the suspension arm, as the core component of the suspension system, bears the important responsibility of transmitting and buffering road impact forces. However, in the existing technical solutions, there are still many technical problems that need to be solved in the design and installation of automotive suspension arms.

[0003] First, the installation and removal process of traditional automotive suspension arms is too complex and cumbersome, usually requiring the use of various professional repair tools such as wrenches and sockets. This complicated disassembly and assembly process not only significantly extends the repair time, but more seriously, in special circumstances such as severe weather or emergency roadside assistance, this cumbersome disassembly and assembly method seriously affects the repair efficiency and may even prevent the vehicle from being restored to driving status in a timely manner. In addition, the cumbersome disassembly and assembly operation is also prone to causing abnormal damage to components, further increasing repair costs and potential safety hazards.

[0004] Secondly, in response to the aforementioned issues, some improved suspension arm designs have indeed appeared on the market. On the surface, these designs achieve quick assembly and disassembly of the arms, thereby shortening maintenance time. However, these improved designs have exposed serious safety hazards in practical applications: their quick-connect mechanisms lack effective multiple locking and anti-loosening mechanisms. These design flaws are particularly evident under high-load conditions such as high-speed driving, sharp turns, or driving on uneven roads. The connecting parts are prone to vibration and loosening, and the fixing effect gradually weakens. More worryingly, if the arm connection structure suddenly fails during driving, it will directly cause the wheel alignment parameters to deviate significantly from the design values. This will not only cause the vehicle to lose directional control instantly, but may also lead to extreme dangerous situations such as steering system lock-up and wheel detachment, posing a serious threat to the lives of passengers and reducing the overall reliability and durability of the structure. Utility Model Content

[0005] (a) Technical problems to be solved

[0006] In view of the problems existing in the prior art, this utility model provides an automotive suspension control arm to solve the technical problems mentioned in the background art.

[0007] (II) Technical Solution

[0008] To achieve the above objectives, this utility model provides the following technical solution: a car suspension control arm, comprising a control arm, wherein a locking rod and a locking sleeve are detachably provided on one side of the control arm, the locking sleeve is detachably sleeved on one end of the locking rod, a sliding sleeve is slidably sleeved on the outer side of the locking sleeve, a control sleeve is rotatably installed on the outer side of the locking sleeve, a locking block is fixedly provided on the outer side of the locking rod, a locking groove is formed on the outer side of the locking rod, a sliding rod is slidably installed on the locking sleeve, one end of the sliding rod is inserted into the sliding groove, a tension spring is connected to the outer side of the locking sleeve, and the outer side of the locking rod... The end is connected to the outer wall of the snap-fit ​​sleeve by a tension spring. The snap-fit ​​sleeve has a snap-fit ​​groove at the top of its inner side. One end of the snap-fit ​​groove is connected to a sliding groove. A switching plate is rotatably fitted on the outer side of the snap-fit ​​sleeve. A switching hole is opened on the switching plate. A support rod is fixedly connected to one side of the sliding sleeve. A control groove is opened in the inner side of the control sleeve with a variable diameter. A fastening frame is fixedly installed on one side of the control sleeve. A fastening rod is slidably installed in the fastening frame. A fastening plate is fixedly connected to one end of the fastening rod. A fastening groove is opened on the outer side of the snap-fit ​​sleeve. One end of the fastening rod is inserted into the fastening groove.

[0009] The present invention is further configured such that a connecting rod is detachably connected to one side of the swing arm via a thread, and a ball block is detachably provided at the other end of the connecting rod. This design allows the swing arm and the tire to be connected.

[0010] The present invention is further configured such that a sliding groove and a sliding outlet groove are provided on the outer side of the snap-fit ​​sleeve. One end of the sliding groove is connected to the snap-fit ​​groove, and the other end of the sliding groove is connected to one end of the sliding outlet groove. This groove connection design forms a complete guide channel for the movement of the sliding rod, ensuring that the sliding rod moves smoothly along a predetermined trajectory during the assembly and disassembly process.

[0011] The present invention is further configured such that the sliding groove and the locking groove have the same depth, and the sliding groove and the locking groove are deeper than the sliding groove. This differential depth design allows the sliding rod to be precisely controlled during the movement. When the sliding rod moves to the deep groove area, a reliable locking effect is formed, while the transition in the shallow groove area is smooth, which ensures both the locking firmness and the smoothness of the transition stage.

[0012] The present invention is further configured such that the connection between the sliding groove and the sliding channel, the connection between the slot and the sliding channel, and the end of the sliding rod are all designed with rounded corners. The rounded corners effectively reduce the movement resistance and impact force of the sliding rod at the channel transition point, avoid jamming and wear of the sliding rod during quick assembly and disassembly, and improve the smoothness of operation.

[0013] The present invention is further configured such that a support spring is movably sleeved on the outside of the support rod, and one end of the support spring and one end of the support rod are both connected in contact with the switching plate. This elastic connection design allows the support rod and the sliding sleeve to automatically reset under the action of the support spring after operation, thereby improving the convenience of operation.

[0014] The present invention is further configured such that a return spring is movably sleeved on the outside of the fastening rod, and the two ends of the return spring are respectively connected to the fastening plate and the fastening frame. This return mechanism ensures that the fastening rod can automatically return to the locked position after unlocking, thus forming automatic positioning.

[0015] The present invention is further configured such that the end of the fastening rod and the edge of the inner wall of the fastening groove are both designed with rounded corners. The rounded corner design significantly reduces the stress concentration between the fastening rod and the fastening groove during the assembly and disassembly process, reduces friction and wear, and allows the fastening rod to move in and out of the fastening groove more smoothly.

[0016] (III) Beneficial Effects

[0017] Compared with the prior art, the present invention provides an automotive suspension control arm, which has the following advantages:

[0018] 1. The innovative quick-release mechanism design, composed of components such as a snap-fit ​​sleeve, snap-fit ​​rod, snap-fit ​​block, and control sleeve, effectively solves the technical difficulties of cumbersome installation and removal of traditional suspension control arms. This design uses a connection method where the snap-fit ​​rod and snap-fit ​​sleeve work together. The operator only needs to rotate the control sleeve forward, causing it to rotate the control groove. Then, rotating the snap-fit ​​sleeve causes the sliding rod to slide from the snap-fit ​​groove into the sliding groove and finally into the sliding exit groove. Simultaneously, the sliding groove is positioned corresponding to the snap-fit ​​block. Then, pulling the snap-fit ​​sleeve and snap-fit ​​rod to both sides easily removes them, allowing for quick removal of the control arm. This quick-release method, which eliminates the need for wrenches, sockets, and other specialized tools, greatly simplifies the operation process, significantly shortens maintenance time, and enables vehicles to quickly return to driving status in special circumstances such as severe weather or emergency roadside assistance. It also avoids abnormal damage to components that may occur during cumbersome disassembly and assembly, reducing maintenance costs and potential safety hazards, and improving maintenance efficiency and vehicle lifespan.

[0019] 2. A multi-locking mechanism formed by components such as the sliding sleeve, switching plate, support rod, fastening rod, fastening bracket, and return spring completely solves the technical defect of insufficient stability in existing improved suspension swing arm connection structures. After the swing arm is installed, the design reverses the rotation of the locking sleeve to allow the locking block to enter the locking groove and lock. The tension spring pulls the sliding rod into the groove, forming the first layer of locking. Then, the reverse rotation of the control sleeve limits the outer end of the sliding rod to the narrower part of the control groove. Simultaneously, the fastening rod, under the action of the return spring, inserts into the fastening groove, forming the second layer of locking. Finally, the support spring pushes the sliding sleeve to return to its original position, preventing the support rod from penetrating the switching hole. Rotating the switching plate then allows the switching hole to... The misalignment of the support rod and the limiting of the outer wall of the fastening plate by the inner wall of the sliding sleeve form a third layer of locking. This triple locking mechanism, consisting of the cooperation between the sliding rod and the slot, the cooperation between the fastening rod and the fastening slot, and the limiting of the fastening plate by the sliding sleeve, ensures that the connecting parts will not vibrate or loosen under high-load conditions such as high-speed driving, sharp turns, or driving on uneven roads. It effectively prevents the sudden failure of the control arm connection structure during driving, which may lead to deviation of wheel alignment parameters, loss of vehicle directional control, or even steering system lock-up or wheel detachment, thus significantly improving the reliability, safety, and durability of the suspension system and providing a safer and more stable driving experience for passengers. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall structure of an automotive suspension control arm according to the present invention;

[0021] Figure 2 This is a schematic diagram of the dispersed structure of the connecting rod and sliding rod in this utility model;

[0022] Figure 3 This is a cross-sectional view of the snap-fit ​​sleeve, sliding rod, and sliding sleeve portion of this utility model;

[0023] Figure 4 This is a schematic diagram showing the dispersed structure of the switching plate, snap-fit ​​sleeve, sliding rod, fastening rod, snap-fit ​​rod, and control sleeve in this utility model;

[0024] Figure 5 This is a cross-sectional structural diagram of the switching plate, snap-fit ​​sleeve, sliding rod, fastening rod, snap-fit ​​rod, and control sleeve in this utility model.

[0025] In the diagram: 1. Swing arm; 2. Snap-fit ​​rod; 3. Snap-fit ​​sleeve; 4. Sliding sleeve; 5. Control sleeve; 6. Snap-fit ​​block; 7. Snap-fit ​​groove; 8. Sliding rod; 9. Tension spring; 10. Snap-fit ​​groove; 11. Sliding groove; 12. Switching plate; 13. Switching hole; 14. Support rod; 15. Control groove; 16. Fastening frame; 17. Fastening rod; 18. Fastening plate; 19. Fastening groove; 20. Connecting rod; 21. Ball block; 22. Sliding groove; 23. Sliding groove; 24. Support spring; 25. Return spring. Detailed Implementation

[0026] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0027] It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0028] In this utility model, unless otherwise stated, the orientations used, such as "up" and "down", usually refer to the direction shown in the accompanying drawings, or to the vertical, perpendicular, or gravitational direction; similarly, for ease of understanding and description, "left" and "right" usually refer to the left and right shown in the accompanying drawings; "inner" and "outer" refer to the inner and outer contours of each component itself, but the above directional terms are not used to limit this utility model.

[0029] Please see Figures 1-5 A type of automotive suspension control arm includes a control arm 1. A locking rod 2 and a locking sleeve 3 are detachably mounted on one side of the control arm 1. The locking sleeve 3 is detachably fitted onto one end of the locking rod 2. A sliding sleeve 4 is slidably mounted on the outer side of the locking sleeve 3. A control sleeve 5 is rotatably mounted on the outer side of the locking sleeve 3. A locking block 6 is fixedly mounted on the outer side of the locking rod 2. A locking groove 7 is formed on the outer side of the locking rod 2. A sliding rod 8 is slidably mounted on the locking sleeve 3. One end of the sliding rod 8 is inserted into the sliding groove 22. A tension spring 9 is connected to the outer side of the locking sleeve 3. The outer end of the locking rod 2 is connected to the outer wall of the locking sleeve 3 via the tension spring 9. The inner top of the sleeve 3 has a snap-fit ​​groove 10, one end of which is connected to a sliding groove 11. The outer side of the snap-fit ​​sleeve 3 is rotatably fitted with a switching plate 12, and the switching plate 12 has a switching hole 13. A support rod 14 is fixedly connected to one side of the sliding sleeve 4. The inner side of the control sleeve 5 has a variable diameter control groove 15. A fastening bracket 16 is fixedly installed on one side of the control sleeve 5. A fastening rod 17 is slidably installed in the fastening bracket 16. A fastening plate 18 is fixedly connected to one end of the fastening rod 17. A fastening groove 19 is opened on the outer side of the snap-fit ​​sleeve 3, and one end of the fastening rod 17 is inserted into the fastening groove 19.

[0030] One side of the swing arm 1 is detachably connected to a connecting rod 20 via a thread, and the other end of the connecting rod 20 is detachably connected to a ball block 21.

[0031] In this embodiment, when it is necessary to remove the swing arm 1 from one side of the suspension, firstly rotate the switching plate 12 so that the switching plate 12 drives the switching hole 13 to rotate to a position concentric with the support rod 14. Then push the sliding sleeve 4, which will drive one side of the support rod 14 to gradually slide into the switching hole 13. The sliding sleeve 4 will cooperate with the switching plate 12 to compress the support spring 24, so that the inner wall of the sliding sleeve 4 no longer limits the outer wall of the fastening plate 18. Then rotate the control sleeve 5 in the forward direction so that the control sleeve 5 drives one side of the fastening bracket 16 to rotate in the forward direction. The fastening bracket 16 will drive the fastening rod 17 and the reinforcing rod 18 to rotate in the forward direction. The positioning spring 25 and the fastening plate 18 rotate clockwise. Then, the inner wall of the fastening groove 19 presses against one end of the fastening rod 17, causing one end of the fastening rod 17 to gradually slide out of the fastening groove 19. The other end of the fastening rod 17 will be pulled outwards by the return spring 25 via the fastening plate 18. Simultaneously, the control sleeve 5 will cause the inner variable-diameter control groove 15 to rotate clockwise, so that the wider side of the control groove 15 aligns with the position of the sliding rod 8. Then, the locking sleeve 3 rotates clockwise, causing the locking sleeve 3 to drive the inner locking groove 10 and the sliding groove 11 to rotate clockwise. The locking sleeve 3 will... The sliding rod 8 rotates forward, and the inner wall of the slot 7 presses against one end of the sliding rod 8. Due to the rounded corner design at the connection between the sliding groove 22 and the slot 7, one end of the sliding rod 8 gradually slides out of the slot 7 and into the sliding groove 22. At the same time, the other end of the sliding rod 8 will cause the tension spring 9 to stretch outward. When one end of the sliding rod 8 rotates to the other end of the sliding groove 22, that is, when it moves to the end of the sliding outlet groove 23, the tension spring 9 returns to its original position and pulls the sliding rod 8, causing the sliding rod 8 to slide inward and return to its original position, so that one end of the sliding rod 8 is inserted into the sliding outlet groove 23. At this time, the slide 11 rotates to the position corresponding to the snap-fit ​​block 6, and then the snap-fit ​​sleeve 3 is pulled to one side, so that the snap-fit ​​block 6 enters the slide 11 and then slides out of the slide 11. One end of the sliding rod 8 will slide out of the sliding groove 23, thereby removing the snap-fit ​​sleeve 3. Then the snap-fit ​​rod 2 is pulled to the other side, thereby removing the snap-fit ​​rod 2. Then the swing arm 1 is moved, and then the connecting rod 20 is rotated in the forward direction, so that the connecting rod 20 is disassembled from one side of the swing arm 1, so that the connecting rod 20 is no longer connected to the swing arm 1, and then the swing arm 1 can be removed.

[0032] Please see Figures 2-5 As a further implementation of the overall equipment: a sliding groove 22 and a sliding groove 23 are provided on the outer side of the snap-fit ​​sleeve 3. One end of the sliding groove 22 is connected to the snap-fit ​​slot 7, and the other end of the sliding groove 22 is connected to one end of the sliding groove 23.

[0033] The sliding groove 23 and the locking groove 7 have the same depth, and the sliding groove 23 and the locking groove 7 are deeper than the sliding groove 22.

[0034] The connection between the sliding groove 23 and the sliding groove 22, the connection between the slot 7 and the sliding groove 22, and the end of the sliding rod 8 all adopt a rounded corner structure design.

[0035] A spring 24 is movably sleeved on the outside of the support rod 14, and one end of the spring 24 and one end of the support rod 14 are both connected to the switching plate 12 in contact.

[0036] A return spring 25 is movably sleeved on the outside of the fastening rod 17, and the two ends of the return spring 25 are connected to the fastening plate 18 and the fastening frame 16 respectively.

[0037] Both the end of the fastening rod 17 and the inner edge of the fastening groove 19 adopt a rounded corner design.

[0038] More specifically, when installing the swing arm 1, first align the mounting hole on one side of the swing arm 1 with the connecting rod 20 concentrically. Then, rotate the connecting rod 20 in the opposite direction so that it is screwed into the swing arm 1 through the thread, thus connecting the connecting rod 20 and the swing arm 1. Next, move the swing arm 1 so that the reserved mounting hole of the swing arm 1 is concentrically aligned with the reserved mounting hole of the suspension body. Then, pass the locking rod 2 through the reserved mounting holes of the swing arm 1 and the suspension body from one side. Then, fit the locking sleeve 3 onto the outside of the locking rod 2 from the other side, so that the sliding groove 11 corresponds to the position of the locking block 6, and the sliding rod 8 corresponds to the position of the sliding groove 23. Then, fully fit the locking sleeve 3 onto the outside of the locking rod 2, so that the locking block 6 is at the connection between the sliding groove 11 and the locking groove 10, and so that the sliding... The rod 8 moves to the connection between the sliding groove 23 and the sliding groove 22, and then the locking sleeve 3 rotates in the opposite direction, causing the locking sleeve 3 to drive the sliding rod 8 to rotate in the opposite direction. Then, the inner wall of the sliding groove 23 presses against one end of the sliding rod 8. Due to the rounded corner design at the connection between the sliding groove 22 and the sliding groove 23, one end of the sliding rod 8 slides out of the sliding groove 23 and enters the sliding groove 22 for reverse sliding. At the same time, the other end of the sliding rod 8 drives the tension spring 9 to stretch outward. Simultaneously, the locking sleeve 3 drives the sliding groove 11 and the locking groove 10 to rotate in the opposite direction, causing the locking block 6 to enter the locking groove 10. When the locking block 6 moves to the other end of the locking groove 10, the locking sleeve 3 drives the sliding rod 8 to rotate to the position corresponding to the locking groove 7. Then, the tension spring 9 returns to its original position and pulls the sliding rod 8, causing one end of the sliding rod 8 to return to its original position. Insert into the slot 7, then rotate the control sleeve 5 in the reverse direction. The control sleeve 5 will drive the fastening plate 18, the return spring 25, and the fastening rod 17 to rotate in the reverse direction through the fastening bracket 16 on one side. At the same time, the control sleeve 5 will drive the inner variable-diameter control groove 15 to rotate in the reverse direction and reset, so that the narrower side of the inner wall of the control groove 15 limits the outer end of the sliding rod 8, so that the sliding rod 8 and the slot 7 cooperate to lock the locking rod 2 and the locking sleeve 3, so that the locking rod 2 and the locking sleeve 3 cannot rotate relative to each other. At the same time, the fastening bracket 16 just drives the fastening rod 17 and other components to rotate and reset to the position corresponding to the original fastening groove 19. Then, the return spring 25 resets and pulls the fastening plate 18, so that the fastening plate 18 drives the fastening rod 17 to slide inward, so that one end of the fastening rod 17 slides and resets into the slot 19. In the original fastening groove 19, the sliding sleeve 4 is loosened, and the support spring 24 pushes the sliding sleeve 4 to slide back to its original position. Then, the sliding sleeve 4 drives the support rod 14 on one side to slide back to its original position. After the support spring 24 is fully reset, the support rod 14 no longer passes through the switching hole 13. Then, the switching plate 12 is rotated again, causing the switching plate 12 to drive the switching hole 13 to rotate to a position that does not correspond to the support rod 14. Then, the support rod 14 limits and supports the sliding sleeve 4 to one side of the switching plate 12, making it impossible for the sliding sleeve 4 to slide easily. Then, the inner wall of the sliding sleeve 4 limits the outer wall of the fastening plate 18, making it impossible for the fastening plate 18 and the fastening rod 17 to slide outward. Then, the fastening rod 17 and the fastening groove 19 cooperate to lock the fastening frame 16, making it impossible for the fastening frame 16 and the control sleeve 5 to rotate accidentally, thus avoiding the possibility of accidental unlocking.This ensured the stability of the installation.

[0039] In summary, during the use or operation of the overall equipment: when it is necessary to remove the swing arm 1 from one side of the suspension, first rotate the switching plate 12, causing the switching plate 12 to rotate the switching hole 13 to a position concentric with the support rod 14. Then push the sliding sleeve 4, which will cause one side of the support rod 14 to gradually slide into the switching hole 13. The sliding sleeve 4 and the switching plate 12 will cooperate to compress the support spring 24, so that the inner wall of the sliding sleeve 4 no longer limits the outer wall of the fastening plate 18. Then rotate the control sleeve 5 in the forward direction, causing the control sleeve 5 to drive one side of the fastening bracket 16 to rotate in the forward direction. The fastening bracket 16 will then drive... The fastening rod 17, the return spring 25, and the fastening plate 18 rotate forward. Then, the inner wall of the fastening groove 19 presses against one end of the fastening rod 17, causing one end of the fastening rod 17 to gradually slide out of the fastening groove 19. Simultaneously, the other end of the fastening rod 17 is stretched outward by the return spring 25 via the fastening plate 18. At the same time, the control sleeve 5 rotates the inner variable-diameter control groove 15 forward, aligning the wider side of the control groove 15 with the position of the sliding rod 8. Then, the locking sleeve 3 rotates forward, causing the locking sleeve 3 to rotate the inner locking groove 10 and the sliding groove 11 forward, and the locking... The connecting sleeve 3 causes the sliding rod 8 to rotate in the forward direction. Then, the inner wall of the slot 7 presses against one end of the sliding rod 8. Due to the rounded corner design at the connection between the sliding groove 22 and the slot 7, one end of the sliding rod 8 gradually slides out of the slot 7 and into the sliding groove 22. At the same time, the other end of the sliding rod 8 causes the tension spring 9 to stretch outward. When one end of the sliding rod 8 rotates to the other end of the sliding groove 22, that is, moves to the end of the sliding groove 23, the tension spring 9 returns to its original position and pulls the sliding rod 8, causing the sliding rod 8 to slide inward and return to its original position, so that one end of the sliding rod 8 is inserted into the sliding groove 23. In the middle, and at this time the slide 11 rotates to the position corresponding to the snap-fit ​​block 6, then the snap-fit ​​sleeve 3 is pulled to one side, so that the snap-fit ​​block 6 enters into the slide 11 and then slides out of the slide 11, and one end of the sliding rod 8 will slide out from the sliding groove 23, thereby removing the snap-fit ​​sleeve 3. Then the snap-fit ​​rod 2 is pulled to the other side, and the snap-fit ​​rod 2 is removed. Then the swing arm 1 is moved, and then the connecting rod 20 is rotated in the forward direction, so that the connecting rod 20 is disassembled from one side of the swing arm 1, so that the connecting rod 20 is no longer connected to the swing arm 1, and then the swing arm 1 can be removed.

[0040] When installing the swing arm 1, first align the mounting hole on one side of the swing arm 1 with the connecting rod 20 concentrically. Then, rotate the connecting rod 20 in the opposite direction so that it is screwed into the swing arm 1 through the thread, thus connecting the connecting rod 20 and the swing arm 1. Next, move the swing arm 1 so that the reserved mounting hole of the swing arm 1 is concentrically aligned with the reserved mounting hole of the suspension body. Then, pass the locking rod 2 through the reserved mounting holes of the swing arm 1 and the suspension body from one side. Then, fit the locking sleeve 3 onto the outside of the locking rod 2 from the other side, so that the sliding groove 11 corresponds to the position of the locking block 6, and the sliding rod 8 corresponds to the position of the sliding groove 23. Then, fully fit the locking sleeve 3 onto the outside of the locking rod 2, so that the locking block 6 is at the connection between the sliding groove 11 and the locking groove 10, and move the sliding rod 8. The sliding rod 8 moves to the connection between the sliding groove 23 and the sliding slot 22, and then the locking sleeve 3 is rotated in the opposite direction, causing the locking sleeve 3 to drive the sliding rod 8 to rotate in the opposite direction. Then, the inner wall of the sliding groove 23 presses against one end of the sliding rod 8. Due to the rounded corner design at the connection between the sliding groove 22 and the sliding groove 23, one end of the sliding rod 8 slides out of the sliding groove 23 and enters the sliding groove 22 for reverse sliding. At the same time, the other end of the sliding rod 8 drives the tension spring 9 to stretch outward. Simultaneously, the locking sleeve 3 drives the sliding groove 11 and the locking slot 10 to rotate in the opposite direction, causing the locking block 6 to enter the locking slot 10. When the locking block 6 moves to the other end of the locking slot 10, the locking sleeve 3 drives the sliding rod 8 to rotate to the position corresponding to the locking slot 7. Then, the tension spring 9 returns to its original position and pulls the sliding rod 8, causing one end of the sliding rod 8 to re-insert. The control sleeve 5 is rotated in the reverse direction after being inserted into the slot 7. The control sleeve 5, through the fastening bracket 16 on one side, drives the fastening plate 18, the return spring 25, and the fastening rod 17 to rotate in the reverse direction. Simultaneously, the control sleeve 5 drives the inner variable-diameter control groove 15 to rotate in the reverse direction and reset, so that the narrower side of the inner wall of the control groove 15 limits the outer end of the sliding rod 8. This allows the sliding rod 8 and the slot 7 to lock the locking rod 2 and the locking sleeve 3, preventing relative rotation between them. At the same time, the fastening bracket 16 drives the fastening rod 17 and other components to rotate and reset to the position corresponding to the original fastening slot 19. Then, the return spring 25 resets and pulls the fastening plate 18, causing the fastening plate 18 to slide the fastening rod 17 inward, allowing one end of the fastening rod 17 to slide and reset into the original position. In the fastening groove 19, the sliding sleeve 4 is then loosened, and the support spring 24 pushes the sliding sleeve 4 to slide back to its original position. Then, the sliding sleeve 4 drives the support rod 14 on one side to slide back to its original position. After the support spring 24 is fully reset, the support rod 14 no longer passes through the switching hole 13. Then, the switching plate 12 is rotated again, causing the switching plate 12 to drive the switching hole 13 to rotate to a position that does not correspond to the support rod 14. Then, the support rod 14 limits and supports the sliding sleeve 4 to one side of the switching plate 12, making it impossible for the sliding sleeve 4 to slide easily. Then, the inner wall of the sliding sleeve 4 limits the outer wall of the fastening plate 18, making it impossible for the fastening plate 18 and the fastening rod 17 to slide outward. Then, the fastening rod 17 and the fastening groove 19 cooperate to lock the fastening frame 16, making it impossible for the fastening frame 16 and the control sleeve 5 to rotate accidentally, thus avoiding the possibility of accidental unlocking.This ensured the stability of the installation.

[0041] Of all the solutions mentioned above, those involving the connection between two components can be selected according to the actual situation, such as welding, bolt and nut connection, bolt or screw connection, or other known connection methods, which will not be elaborated here. For all the fixed connections mentioned above, welding is preferred. Although embodiments of this utility model have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of this utility model. The scope of this utility model is defined by the appended claims and their equivalents.

Claims

1. A motor vehicle suspension swing arm comprising a swing arm (1), characterised in that: The swing arm (1) is detachably provided with a locking rod (2) and a locking sleeve (3) on one side. The locking sleeve (3) is detachably fitted onto one end of the locking rod (2). A sliding sleeve (4) is slidably fitted on the outside of the locking sleeve (3). A control sleeve (5) is rotatably installed on the outside of the locking sleeve (3). A locking block (6) is fixedly provided on the outside of the locking rod (2). A locking groove (7) is opened on the outside of the locking rod (2). A sliding rod (8) is slidably installed on the locking sleeve (3). One end of the sliding rod (8) is inserted into the sliding groove (22). A tension spring (9) is connected to the outside of the locking sleeve (3). A top opening is provided on the inside of the locking sleeve (3). The snap-fit ​​groove (10) is connected to a sliding groove (11) at one end. A switching plate (12) is rotatably fitted on the outside of the snap-fit ​​sleeve (3). A switching hole (13) is opened on the switching plate (12). A support rod (14) is fixedly connected to one side of the sliding sleeve (4). A control groove (15) is opened on the inner side of the control sleeve (5) in a variable diameter manner. A fastening frame (16) is fixedly installed on one side of the control sleeve (5). A fastening rod (17) is slidably installed in the fastening frame (16). A fastening plate (18) is fixedly connected to one end of the fastening rod (17). A fastening groove (19) is opened on the outside of the snap-fit ​​sleeve (3).

2. The automobile suspension control arm according to claim 1, characterized in that: The swing arm (1) is provided with a connecting rod (20) on one side by a threaded connection, and a ball block (21) is provided on the other end of the connecting rod (20).

3. A car suspension control arm according to any one of claims 1 or 2, characterized in that: The outer side of the snap-fit ​​sleeve (3) is provided with a sliding groove (22) and a sliding groove (23). One end of the sliding groove (22) is connected to the snap-fit ​​groove (7), and the other end of the sliding groove (22) is connected to one end of the sliding groove (23).

4. A car suspension control arm according to claim 3, characterized in that: The sliding groove (23) and the slot (7) have the same depth, and the sliding groove (23) and the slot (7) are deeper than the sliding groove (22).

5. A car suspension control arm according to claim 4, characterized in that: The connection between the sliding groove (23) and the sliding groove (22), the connection between the slot (7) and the sliding groove (22), and the end of the sliding rod (8) are all designed with rounded corners.

6. A car suspension control arm according to claim 1, characterized in that: A spring (24) is movably sleeved on the outside of the support rod (14), and one end of the spring (24) and one end of the support rod (14) are both connected to the switching plate (12) in contact.

7. A car suspension control arm according to claim 6, characterized in that: A return spring (25) is movably sleeved on the outside of the fastening rod (17), and the two ends of the return spring (25) are connected to the fastening plate (18) and the fastening frame (16) respectively.

8. A car suspension control arm according to claim 7, characterized in that: The end of the fastening rod (17) and the edge of the inner wall of the fastening groove (19) are both designed with rounded corners.

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