A lower swing arm structure of a front suspension of an automobile

Abstract

The utility model discloses a kind of automobile front suspension lower swing arm structures, it is related to automobile parts technical field, to solve the problem of existing swing arm stress concentration, insufficient reliability. It includes swing arm body, swing arm body one side is equipped with ball pin seat, the other side front end is equipped with first bushing, rear end is equipped with second bushing, body is equipped with connecting rod, connecting rod is equipped with shock absorber mounting seat;Swing arm body is U-shaped opening structure, there is S-shaped first reinforcing rib in;Connecting rod is arched, hollow and there is S-shaped second reinforcing rib in, set up stop board at arching place. First reinforcing rib direction is parallel with bushing axis, bushing and shock absorber mounting seat axis are parallel. The structure is formed by reinforcing rib triangular support dispersion stress, give consideration to lightweight and high strength, improve load stability, applicable to automobile front suspension system.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, specifically to a front suspension lower control arm structure for automobiles. Background Technology

[0002] The lower control arm of the front suspension is a core load-bearing component connecting the vehicle body and the wheels. It transmits force and motion through the hinged structure at both ends. It can transmit road impact force to the vehicle body and be buffered by the suspension system, as well as transmit driving force and braking force. At the same time, it bears the vertical load of the vehicle body, ensures reliable contact between the wheels and the ground, and limits the wheel movement trajectory. It works with other suspension components to maintain wheel alignment parameters, ensuring the stability, handling and comfort of the vehicle when driving and turning. It is a key component to ensure the normal functioning of the front suspension system.

[0003] However, existing technologies still have significant shortcomings, such as:

[0004] Existing swing arm structures often lack effective stress dispersion design. When the swing arm is subjected to loads such as impact forces from the road surface and pressure from the vehicle body, stress tends to concentrate in certain specific locations, such as connection points and corners, making these locations weak points in the structure. Under long-term action, these points are prone to fatigue damage and cracking, greatly reducing the reliability and stability of the swing arm. Utility Model Content

[0005] The purpose of this invention is to provide a lower control arm structure for a front suspension of an automobile to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, this utility model provides the following technical solution:

[0007] A lower control arm structure for a front suspension of an automobile includes a control arm body. A ball joint seat is provided on one side of the control arm body. A first bushing is fixedly provided at the front end of the other side of the control arm body, and a second bushing is fixedly provided at the rear end. A connecting rod is fixedly provided on the control arm body, and a shock absorber mounting seat is fixedly provided on the connecting rod. The cross-section of the control arm body is a U-shaped opening structure. A plurality of first reinforcing ribs are fixedly provided in the U-shaped opening of the control arm body. The first reinforcing ribs are arranged in an S-shape in the control arm body. The connecting rod is arched.

[0008] Preferably, the connecting rod is hollow, and a plurality of second reinforcing ribs are fixedly disposed in the hollow rod cavity, the second reinforcing ribs being arranged in an S-shape in the connecting rod.

[0009] Preferably, a crack-stopping plate is fixedly installed at the arched position of the connecting rod.

[0010] Preferably, the direction in which the first reinforcing rib is arranged is parallel to the axis of the first bushing and the second bushing.

[0011] Preferably, the number of first reinforcing ribs on each side is no less than eight.

[0012] Preferably, the first bushing and the second bushing are parallel to the axis of the shock absorber mounting base.

[0013] Compared with the prior art, the beneficial effects of this utility model are:

[0014] 1. The swing arm body adopts a U-shaped open section design, which reduces the amount of material used to achieve basic weight reduction; the connecting rod adopts a hollow arch structure to further reduce the overall weight. At the same time, the S-shaped first reinforcing rib inside the U-shaped opening and the swing arm body form multiple triangular stable structures, and the S-shaped second reinforcing rib inside the hollow cavity of the connecting rod also forms a triangular support. By utilizing the geometric stability of triangles to disperse stress, the structural strength and deformation resistance are greatly improved while significantly reducing weight, achieving a balance between "lightweight" and "high strength".

[0015] 2. The swing arm body, ball pin seat, first bushing, and second bushing are integrally forged, and the connecting rod and shock absorber mounting seat form a continuous force-bearing structure, reducing stress loss at the connection nodes; the direction of the S-shaped reinforcing rib is parallel to the bushing axis, and in conjunction with the parallel design of the axes of each component, the loads such as road impact force and shock absorber force are smoothly transmitted along the preset path, avoiding local stress concentration, improving the overall load-bearing stability, and adapting to impact loads under complex road conditions. Attached Figure Description

[0016] Figure 1 This is a three-dimensional structural diagram of the overall device of this utility model;

[0017] Figure 2 This is a three-dimensional structural diagram of the first reinforcing rib of this utility model;

[0018] Figure 3 This is a three-dimensional structural diagram of the crack-stopping plate of this utility model;

[0019] Figure 4 This is a top view of the present invention;

[0020] Figure 5 This is a bottom view of the present invention.

[0021] In the figure: 1. Swing arm body; 2. Ball pin seat; 3. First bushing; 4. Second bushing; 5. Connecting rod; 6. Shock absorber mounting seat; 7. First reinforcing rib; 8. Second reinforcing rib; 9. Crack arresting plate. Detailed Implementation

[0022] 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 protection scope of the present utility model.

[0023] Please see Figure 1-5 This utility model provides a technical solution:

[0024] As the core load-bearing component of the lower control arm, the control arm body 1 is responsible for connecting the various components of the vehicle suspension system and transmitting loads.

[0025] On one side of the swing arm body 1, the ball pin seat 2 is fixedly connected to the swing arm body 1, and the two are an integral structure. The ball pin seat 2 has a suitable installation space inside to accommodate the ball pin. The ball pin can rotate flexibly within the ball pin seat 2. Through this connection, the swing arm body 1 can form a movable connection with other rotating parts in the suspension system to meet the multi-angle swing requirements of the swing arm during vehicle operation (specifically, the ball pin seat 2 is rotatably connected to the tire bearing seat in the suspension system, which is not shown in the illustrations of this application, but is a commonly used device in this technical field and is well known in this technical field).

[0026] On the other side of the swing arm body 1, the front end is fixedly connected to the first bushing 3, and the rear end is fixedly connected to the second bushing 4. Both the first bushing 3 and the second bushing 4 are rigidly connected to the swing arm body 1 (specifically, the swing arm body 1, the first bushing 3, the second bushing 4, and the ball joint seat 2 are integrally forged). During assembly, the first bushing 3 and the second bushing 4 are respectively fitted and fixed on the corresponding connecting shafts of the frame, forming a buffer connection between the swing arm body 1 and the frame. When the vehicle is moving, the impact force from the road surface is transmitted to the swing arm body 1 through the wheels, and then to the frame through the first bushing 3 and the second bushing 4. At the same time, the movement of the swing arm body 1 is also transmitted to the frame through these two bushings, realizing the effective transmission of force and motion.

[0027] The middle section of the swing arm body 1 is fixedly connected to one end of the connecting rod 5. The connecting rod 5 is an upward-arched shape with a hollow interior. The other end is fixedly connected to the shock absorber mounting base 6, forming a continuous force-bearing structure. The shock absorber mounting base 6 has a connecting structure for fixing the shock absorber, and the lower end of the shock absorber is connected and fixed to the connecting rod 5 through this mounting base. When the swing arm body 1 moves up and down with the wheel, the connecting rod 5 synchronously drives the shock absorber mounting base 6 to move, thereby causing the shock absorber mounted on it to extend and retract accordingly. The damping effect inside the shock absorber dissipates vibration energy, achieving a shock absorption effect.

[0028] The arm body 1 adopts a U-shaped open structure in its cross-section. This structure reduces weight by reducing the amount of material used, while utilizing the mechanical properties of the U-shaped cross-section to form a certain bending resistance when subjected to longitudinal force, thus balancing lightweight and basic structural strength.

[0029] Inside the U-shaped opening of the swing arm body 1, several first reinforcing ribs 7 are fixedly connected to the two side walls and the bottom of the opening to form an integral structure. These first reinforcing ribs 7 are distributed in an S-shape, and their extension direction is parallel to the axis of the first bushing 3 and the second bushing 4, and the number of first reinforcing ribs 7 on each side is not less than eight.

[0030] When the swing arm body 1 is subjected to loads such as impact forces from the wheels and pressure from the vehicle body during vehicle operation, the S-shaped first reinforcing rib 7 can disperse stress through its own bending shape, avoiding stress concentration in a certain local area. At the same time, since the direction of the reinforcing rib is parallel to the bushing axis, the force transmitted from the bushing to the swing arm body 1 can be transmitted along the extension direction of the reinforcing rib, further improving the overall structural strength and bending resistance of the swing arm body 1, reducing deformation or damage caused by excessive force, thus achieving strength improvement through the reasonable layout of the reinforcing ribs on the basis of weight reduction of the U-shaped opening structure.

[0031] The two ends of the S-shaped reinforcing rib are fixedly connected to the two side walls of the U-shaped opening of the swing arm body 1, and its bending path fits the inner wall of the swing arm body 1, so that the reinforcing rib and the side wall and bottom of the swing arm body 1 naturally form several triangular structures.

[0032] When the swing arm body 1 is subjected to an impact load, these triangular structures, through their geometric stability, transmit the impact force from the point of impact to the surrounding areas. The corners of each triangular structure share the load, preventing stress concentration in one place. The curved section of the S-shaped reinforcing rib buffers part of the impact force through its own deformation and distributes the force to the side wall of the swing arm body 1 connected to it. The force is then transmitted from the side wall to the entire swing arm body 1, thereby effectively dispersing the impact force and reducing deformation or damage to the swing arm body 1 caused by excessive local stress. Rounded corners are provided between the reinforcing rib and the swing arm body 1 to prevent stress concentration.

[0033] The connecting rod 5 is arched in shape and has a hollow interior, which reduces weight by minimizing material usage. Inside the hollow cavity of the connecting rod 5, several second reinforcing ribs 8 are fixedly connected to the inner wall of the cavity. These reinforcing ribs are distributed in an S-shape, and their bending paths are adapted to the arched shape of the connecting rod 5.

[0034] When the connecting rod 5 is subjected to force from the shock absorber, the S-shaped second reinforcing rib 8 disperses the stress by its own shape, and transmits the force from the point of force application to the overall structure of the connecting rod 5, thereby improving the deformation resistance of the connecting rod 5 and enabling it to maintain sufficient strength while being lightweight, so as to stably bear the load transmitted by the shock absorber.

[0035] Meanwhile, the upper and lower surfaces of the connecting rod 5 and the S-shaped second reinforcing rib 8 also form multiple triangular structures, which can increase the strength of the structure while reducing weight.

[0036] At the arched position of the connecting rod 5, the crack arrestor plate 9 is fixedly connected to the outer surface of the connecting rod 5, covering the stress concentration area. When the arched connecting rod 5 is compressed, the crack arrestor plate 9 enhances the overall rigidity of the part through its own structure, reduces local deformation caused by pressure, thereby improving the overall strength of the connecting rod 5, reducing the risk of cracking, and enhancing reliability during use.

[0037] The first bushing 3 and the second bushing 4 are parallel to the axis of the shock absorber mounting seat 6. After assembly, this parallel relationship ensures that the force transmitted by the first bushing 3 and the second bushing 4 is coordinated with the force on the shock absorber mounting seat 6 in the same direction. When the vehicle is in motion, the force of each component can be smoothly transmitted along the parallel axis, reducing the additional stress caused by the deviation of the force direction, making the movement of the entire front suspension system more coordinated, thereby helping to improve the stability and handling of the vehicle. Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A front suspension lower control arm structure for automobiles, comprising a control arm body (1), a ball joint seat (2) provided on one side of the control arm body (1), a first bushing (3) fixedly provided at the front end of the other side of the control arm body (1), a second bushing (4) fixedly provided at the rear end, a connecting rod (5) fixedly provided on the control arm body (1), and a shock absorber mounting seat (6) fixedly provided on the connecting rod (5), characterized in that: The arm body of the swing arm body (1) has a U-shaped opening structure in cross section. Several first reinforcing ribs (7) are fixedly arranged in the U-shaped opening of the swing arm body (1). The first reinforcing ribs (7) are arranged in an S-shape in the swing arm body (1). The connecting rod (5) is arched.

2. The lower control arm structure for a front suspension of an automobile according to claim 1, characterized in that: The connecting rod (5) is hollow, and several second reinforcing ribs (8) are fixedly arranged in the hollow rod cavity. The second reinforcing ribs (8) are arranged in an S-shape in the connecting rod (5).

3. The lower control arm structure for a front suspension of an automobile according to claim 2, characterized in that: A crack-stopping plate (9) is fixedly installed at the arched position of the connecting rod (5).

4. The lower control arm structure for a front suspension of an automobile according to claim 3, characterized in that: The first reinforcing rib (7) is arranged in a direction parallel to the axis of the first bushing (3) and the second bushing (4).

5. The lower control arm structure for a front suspension of an automobile according to claim 1, characterized in that: The number of first reinforcing ribs (7) on each side shall not be less than eight.

6. The lower control arm structure for a front suspension of an automobile according to claim 1, characterized in that: The first bushing (3) and the second bushing (4) are parallel to the axis of the shock absorber mounting base (6).

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