A rear swing arm structure for a passenger vehicle

Abstract

The utility model relates to the technical fields of automobile suspension, concretely is a kind of passenger car rear swing arm structure, including swing arm main body, the sleeve pipe of fixed swing arm main body one end and the bushing of press fitting in sleeve pipe;The end of swing arm main body is equipped with lap joint end, and lap joint end includes two symmetrical lap joint arms;Lap joint arm is equipped with arc-shaped notch, and the outer circumference of sleeve pipe is overlapped on arc-shaped notch, and the inner circular arc degree of arc-shaped notch is matched with the outer peripheral arc degree of sleeve pipe, and the both ends of sleeve pipe are also equipped with flanging, and flanging is welded and fixed with lap joint arm;The weld joint of flanging and lap joint arm is arranged between the outer circumferential edge of flanging and the outer side wall of lap joint arm.The bushing mounting end structure of the rear swing arm of passenger car is optimized in the scheme, can prevent sleeve pipe from high-temperature deformation when being welded and reinforced with rear swing arm, solve the problem that bushing press fitting is not enough or cannot be pressed into sleeve pipe after being pressed into sleeve pipe.

Description

Technical Field

[0001] This utility model relates to the technical field of automobile suspension, specifically to a rear control arm structure for passenger vehicles. Background Technology

[0002] As a key component of the rear suspension system of a car, the rear control arm not only bears the vertical force from the road surface, the longitudinal force generated during vehicle acceleration and braking, and the lateral force during cornering, but also ensures that the wheels always maintain the correct positioning and trajectory, which has a direct and crucial impact on the vehicle's handling stability, ride smoothness, and ride comfort.

[0003] The rear control arm, as a crucial component of the suspension, transmits forces and torques from the wheels to the vehicle body. Its structural performance is paramount, affecting the overall vehicle safety. It mainly consists of a main body and an open-end mounting end for securing bushings. There are many existing rear control arm structures, such as... Figure 5 As shown, a conventional rear control arm has mounting arms a on opposite sides at its mounting end. Each mounting arm a has a corresponding opening c, and the opening c is stamped into a "flanged" state. "Flanged" means that the edge of the opening has a flange b. The inner surface of the flange b serves as the contact surface with the outer circumference of the bushing, allowing the bushing to be pressed into the opening c using an interference fit, thus forming a locking force to fix the bushing to the rear control arm. However, because the coaxiality of the two openings c on the mounting arm may have some error during stamping, if the diameters of the two openings c are designed to be the same, the press-in end of the bushing will need to pass through both openings c sequentially during press-fitting. This means that the front part of the press-in end of the bushing will come into contact with the flange b of both openings c in turn, which can easily cause scratches and affect the bushing. The release force after press fitting is crucial. Therefore, the two openings 'c' on the rear swing arm are usually set to different sizes, one large and one small. Correspondingly, the outer diameter of the bushing is also designed to be different sizes. This way, before press fitting, the outer pressing surface of the bushing can be pre-placed near the corresponding two openings of different sizes, facilitating quick press fitting and avoiding scratching caused by the front end of the bushing pressing in contacting both flanges. However, this solution also has certain drawbacks: the two openings on the mounting arm are formed by stamping flanges, but the accuracy of each opening during stamping flanges is difficult to guarantee. There are problems such as excessive coaxiality of the two openings or the inner wall surface of the opening being flared. This will result in the outer periphery of the bushing having an interference fit surface area that is too small when it fits with the inner hole of the flange, ultimately leading to insufficient release force after bushing assembly. Therefore, to address the aforementioned issues, the existing technology "Rear Lower Control Arm Structure and Suspension" (Announcement No.: CN204674323U) employs a structure in which a straight sleeve is directly welded to the rear control arm, and then a bushing is press-fitted into the straight sleeve. This avoids the problem of drilling holes in the rear control arm body. However, this structure still has the following technical problems:

[0004] In the prior art, the overlap between the rear control arm and the sleeve is an open-end structure or a C-shaped fork structure. Therefore, during sleeve welding, the weld at the overlap can only be arranged along the circumferential direction of the outer circumference of the sleeve. This makes the sleeve very easy to deform due to the high temperature of welding, which seriously affects the dimensional accuracy of the inner hole of the sleeve. The end of the bushing on the rear control arm needs to be connected to the rear subframe assembly. Therefore, the bushing is subjected to the greatest force along the axis of the center hole during use. Thus, the pull-out force of the bushing along the axis of the center hole needs to be large enough to prevent the bushing from coming off under load and affecting the normal driving of the vehicle. However, insufficient dimensional accuracy of the inner hole of the sleeve will result in a smaller contact area for the bushing to be pressed into the sleeve, resulting in insufficient pull-out force, or severe deformation that prevents the bushing from being pressed into the sleeve at all. Utility Model Content

[0005] This utility model provides a rear swing arm structure for passenger vehicles, which can solve the problem that the rear swing arm structure in the prior art is prone to severe deformation of the sleeve due to the high temperature of welding during welding and fixing, resulting in insufficient release force or inability to press the bushing into the sleeve after pressing.

[0006] This application provides the following technical solution: a rear swing arm structure for a passenger vehicle, including a swing arm body, a sleeve fixed to one end of the swing arm body, and a bushing press-fitted into the sleeve;

[0007] The main body of the swing arm has an overlapping end, which includes two symmetrically arranged overlapping arms. The overlapping arms have an arc-shaped notch, and the outer circumference of the sleeve overlaps the arc-shaped notch. The inner arc of the arc-shaped notch matches the outer arc of the sleeve. Both ends of the sleeve are also provided with flanges, which are welded to the overlapping arms. The weld between the flanges and the overlapping arms is arranged between the outer circumferential edge of the flanges and the outer side wall of the overlapping arms.

[0008] Beneficial effects:

[0009] By using the sleeve flange structure and the arc-shaped notch structure of the lap arm, the weld is positioned at the outer periphery of the flange at both ends of the sleeve. This allows the high temperature during welding to avoid the outer circumference of the sleeve. Compared to the existing technology where the weld is located on the circumference of the sleeve, this solution avoids sleeve deformation caused by the high temperature during welding. Furthermore, the inner arc of the arc-shaped notch of the lap arm in this solution perfectly matches the outer arc of the sleeve, allowing the outer circumference of the sleeve to fit tightly within the arc-shaped notch, forming a full-arc surface wrapping support. This achieves precise positioning of the sleeve, preventing offset during welding. While improving welding accuracy, it also prevents the inner hole of the sleeve from deforming due to the high welding temperature. This avoids the problem of insufficient pull-out force or inability to press the bushing into the inner hole of the sleeve after pressing.

[0010] Furthermore, an overlap plate is provided between the overlapping arms, and the overlap plate, overlapping arms, and swing arm body are integrally formed.

[0011] Beneficial effects: The lap plate is integrally formed with the lap arm and the swing arm body, which can connect the two lap arms into a rigid frame, strengthen the anti-deformation support during sleeve welding, further avoid sleeve deformation, ensure that the bushing is successfully pressed in and the release force meets the standard, and at the same time improve the long-term stability of the rear swing arm.

[0012] Furthermore, the lower edge of the lap plate is welded and fixed to the outer periphery of the sleeve, and the weld between the lap plate and the sleeve is arranged at the part where the lower edge of the lap plate contacts the outer periphery of the sleeve.

[0013] Beneficial effects: By welding the lower edge of the lap plate to the outer periphery of the sleeve, and coordinating the flange on the sleeve with the welding part on the outer side of the lap arm, the overall installation stability of the sleeve can be improved, ensuring the connection strength between the sleeve and the main body of the swing arm.

[0014] Furthermore, the lower edge of the lap plate is parallel to the central axis of the sleeve.

[0015] Beneficial effects: The lower edge of the lap plate is parallel to the central axis of the sleeve, meaning the weld between the lower edge of the lap plate and the outer circumference of the sleeve is set along the generatrix of the outer circumference of the sleeve. Compared to the existing technology where the circumferential weld is set along the outer circumference of the sleeve, this solution avoids the heat concentration caused by the circumferential weld surrounding the sleeve. The circumferential weld needs to be welded around the entire outer circumference of the sleeve, and the high temperature is easily conducted evenly to the inner wall radially, causing the inner wall to shrink or deform. In contrast, the weld between the lower edge of the lap plate and the sleeve in this solution is located in the generatrix direction of the outer circumference of the sleeve. During welding, the heat conduction range is smaller and the intensity is lower, which can significantly reduce the risk of thermal deformation of the inner wall of the sleeve and effectively ensure the dimensional accuracy of the inner hole of the sleeve. It also avoids loosening of the connection due to long-term load and ensures stable release force after the bushing is pressed.

[0016] Furthermore, the flange of the sleeve is located at the edges of both ends of the sleeve, and the outer wall of the overlapping arm is in close contact with the inner side of the flange.

[0017] Beneficial effects: By placing the flange at both ends of the sleeve and ensuring that the outer wall of the lap arm is in close contact with the inner side of the flange, the distance between the weld and the inner hole of the sleeve can be maximized through the flange edge design, reducing the influence of high welding temperature on the inner wall of the sleeve and lowering the risk of thermal deformation of the inner hole of the sleeve. On the other hand, the close contact between the lap arm and the inner side of the flange can form a surface-fitting pre-position before welding, avoiding gaps between the flange of the sleeve and the outer side of the lap arm that would lead to uneven weld scars during welding, thereby reducing stress concentration and improving the welding stability of the sleeve fixation. Attached Figure Description

[0018] Figure 1This is a top view of the structure of this utility model.

[0019] Figure 2 for Figure 1 Enlarged view of the overlapping end of the swing arm body.

[0020] Figure 3 for Figure 2 Top view.

[0021] Figure 4 for Figure 2 Axonometric view of the lap joint.

[0022] Figure 5 This is an isometric view of the conventional rear swing arm mounting end in the prior art. Detailed Implementation

[0023] The following detailed description illustrates the specific implementation method:

[0024] The markings in the accompanying drawings include: swing arm body 1, sleeve 2, flange 201, lap plate 3, weld 4, bushing 5, lower edge 6, arc notch 7, weld 8, lap arm 9.

[0025] Example 1

[0026] like Figures 1 to 4 As shown, a rear swing arm structure for a passenger vehicle includes a swing arm body, a sleeve 2 welded and fixed to one end of the swing arm body, and a bushing 5 press-fitted into the sleeve 2.

[0027] like Figures 2 to 4 As shown, the end of the swing arm body is provided with an overlapping end, which includes two symmetrically arranged overlapping arms 9; and an overlapping plate 3 located between the two overlapping arms 9. The overlapping plate 3, the overlapping arms 9 and the swing arm body are integrally formed. The integral forming is beneficial to connecting the two overlapping arms 9 into a rigid frame, strengthening the deformation resistance support during the welding of the sleeve 2, ensuring that the bushing 5 is successfully pressed in and the release force meets the standard, and improving the long-term stability of the rear swing arm.

[0028] like Figure 4 As shown, the overlapping arm 9 has an arc-shaped notch. The outer circumference of the sleeve 2 overlaps with the arc-shaped notch. The inner arc of the arc-shaped notch matches the arc of the outer circumference of the sleeve 2, allowing the outer circumference of the sleeve 2 to fit tightly within the arc-shaped notch, forming a full-arc wrap-around support. This achieves precise positioning of the sleeve 2, preventing displacement during welding, improving welding accuracy, and preventing deformation of the inner hole of the sleeve 2 due to the high welding temperature. Figure 2 and Figure 3As shown, the sleeve 2 has flanges 201 at both ends. The outer circumferential diameter of the flanges 201 is larger than the outer circumferential diameter of the sleeve 2 body. The flanges 201 of the sleeve 2 are located at the edges of both ends of the sleeve 2. The outer side wall of the overlapping arm 9 is in close contact with the inner side of the flanges 201. The flanges 201 and the overlapping arm 9 are fixed by welding, and the weld 4 is arranged between the outer circumferential edge of the flanges 201 and the outer side wall of the overlapping arm 9. The flange 201 of the sleeve 2 is located at both ends of its edge, and the outer wall of the lap arm 9 is in close contact with the inner side of the flange 201. On the one hand, the design of the edge position of the flange 201 maximizes the distance between the weld 4 and the inner hole of the sleeve 2, reducing the influence of the high temperature of welding on the inner wall of the sleeve 2 and reducing the risk of thermal deformation of the inner hole of the sleeve 2. On the other hand, the close contact between the lap arm 9 and the inner side of the flange 201 can form a surface-fitting pre-position before welding, avoiding the gap between the flange 201 of the sleeve 2 and the outer side of the lap arm 9, which would cause uneven weld scars during welding, thereby reducing stress concentration and improving the welding stability of the sleeve 2.

[0029] like Figure 4 As shown, the lower edge 6 of the lap plate 3 is welded to the outer periphery of the sleeve 2, and the weld 8 between the lap plate 3 and the sleeve 2 is... Figure 2 The weld seam 8 is located at the lower edge 6 of the lap plate 3 where it contacts the outer periphery of the sleeve 2. The lower edge 6 of the lap plate 3 is parallel to the central axis of the sleeve 2. That is, the weld seam 8 between the lower edge 6 of the lap plate 3 and the outer periphery of the sleeve 2 is set along the generatrix of the outer circumference of the sleeve 2. This makes the heat conduction range smaller and the strength lower during welding, which can greatly reduce the risk of thermal deformation of the inner wall of the sleeve 2 and effectively ensure the dimensional accuracy of the inner hole of the sleeve 2.

[0030] The operating principle of this structure is as follows:

[0031] The welds in this structure are located in two places. One is between the outer circumference of the flange 201 of the sleeve 2 and the outer wall of the lap arm 9. This location is far from the inner hole of the sleeve 2, making it difficult for the high temperature during welding to be conducted into the sleeve 2, thus reducing the deformation of the sleeve 2. The other weld 8 is located at the contact point between the outer circumference of the sleeve 2 and the lower edge 6 of the lap plate 3. The weld 8 is located here to strengthen the connection between the sleeve 2 and the main body of the swing arm. To ensure that the high temperature of welding directly affects the sleeve 2, the direction of the weld 8 is designed along the generatrix parallel to the central axis of the sleeve 2. This results in a shorter welding path, a smaller heat conduction range, and a shorter time for the sleeve 2 to be affected by high temperature. This significantly reduces the risk of thermal deformation of the inner wall of the sleeve 2, effectively ensuring the dimensional accuracy of the inner hole of the sleeve 2. It also avoids loosening of the connection due to long-term load and ensures stable release force after the bushing 5 is pressed in, thus solving the problem that existing technologies often result in insufficient release force or failure to press the bushing 5 into the sleeve 2 after pressing in.

[0032] The above are merely embodiments of this utility model, and the utility model is not limited to the field covered by this embodiment. Commonly known structures and characteristics in the solutions are not described in detail here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the structure of this utility model, and these should also be considered within the scope of protection of this utility model. These modifications will not affect the effectiveness of the implementation of this utility model or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A rear swing arm structure for a passenger vehicle, characterized in that: It includes the main body of the swing arm, a sleeve fixed to one end of the main body of the swing arm, and a bushing pressed into the sleeve; The end of the swing arm body is provided with an overlapping end, which includes two symmetrically arranged overlapping arms; The overlapping arm is provided with an arc-shaped notch, and the outer circumference of the sleeve overlaps on the arc-shaped notch. The inner arc of the arc-shaped notch matches the outer arc of the sleeve. The sleeve is also provided with flanges at both ends, and the flanges are welded and fixed to the lap arm; the weld between the flange and the lap arm is arranged between the outer circumferential edge of the flange and the outer side wall of the lap arm.

2. The rear swing arm structure for a passenger vehicle according to claim 1, characterized in that: An overlap plate is also provided between the overlapping arms, and the overlap plate, overlapping arms and swing arm body are integrally formed.

3. The rear swing arm structure for a passenger vehicle according to claim 2, characterized in that: The lower edge of the lap plate is welded and fixed to the outer periphery of the sleeve, and the weld between the lap plate and the sleeve is located at the part where the lower edge of the lap plate contacts the outer periphery of the sleeve.

4. The rear swing arm structure for a passenger vehicle according to claim 3, characterized in that: The lower edge of the lap plate is parallel to the central axis of the sleeve.

5. A rear swing arm structure for a passenger vehicle according to claim 4, characterized in that: The flange of the sleeve is located at the edges of both ends of the sleeve, and the outer wall of the overlapping arm is in close contact with the inner side of the flange.

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