Butt-welded double-layer automotive control arm

Abstract

This utility model discloses a butt-welded double-layer automotive control arm, including an arm body and ball joint assemblies, a rear bushing, and a middle bushing disposed at each end of the arm body. The rear bushing includes an inner tube, a rubber body, and an outer tube. A welding post extends from the arm body, and the inner tube is fitted onto the welding post, with a gap formed between the outer peripheral wall of the welding post and the inner peripheral wall of the inner tube. A protective sleeve is fitted onto the welding post, the sleeve including an annular base and a flange extending axially from the outer edge of the base. The base axially abuts against the end face of the inner tube and the arm body. The inner peripheral wall of the flange surrounds part of the outer periphery of the rubber body, and the inner hole of the base matches the outer peripheral wall of the welding post, with the inner hole diameter being smaller than the inner diameter of the inner tube, used to restrict the radial movement of the inner tube relative to the welding post. This structure, by adding a protective sleeve, ensures that the inner tube and the welding post always maintain a gap, avoiding direct contact, friction, and wear, and eliminating abnormal noise.

Description

Technical Field

[0001] This utility model relates to automotive parts, and more particularly to a butt-welded double-layer automotive control arm. Background Technology

[0002] The control arm is a key guiding and force-transmitting component of the automotive suspension system. Its two ends are connected to the vehicle body and wheels via bushings and ball joints, respectively. In traditional control arms, the inner tube of the rear bushing and the welded post connecting the arm body typically have an interference fit or a small clearance fit. During long-term vehicle operation, especially under harsh road conditions, the rear bushing needs to withstand multi-directional impacts and vibrations from the wheels. This continuous load can easily cause fatigue deformation of the rubber body inside the bushing, leading to minute relative movement between the inner tube and the welded post. If the clearance is not properly controlled or disappears, it can result in direct contact and friction between metal parts, producing abnormal noises and accelerating component wear, severely affecting the vehicle's NVH performance and service life. Utility Model Content

[0003] The technical problem to be solved by this utility model is to overcome the above-mentioned problems and provide a butt-welded double-layer automotive control arm that effectively reduces wear and abnormal noise.

[0004] The technical solution of this utility model is: The butt-welded double-layer automotive control arm of this utility model includes an arm body and ball joint assemblies, a rear bushing, and a middle bushing disposed at each end of the arm body. The rear bushing includes an inner tube, a rubber body, and an outer tube. Its characteristic is that: A welding column extends from the arm body, and an inner tube is fitted onto the welding column, with a gap formed between the outer peripheral wall of the welding column and the inner peripheral wall of the inner tube. A protective sleeve is fitted onto the welding column, the protective sleeve including an annular base and a flange extending axially from the outer edge of the base. The base axially abuts against the end face of the inner tube and the arm body. The inner peripheral wall of the flange surrounds part of the outer periphery of the rubber body. The inner hole of the base matches the outer peripheral wall of the welding column, and its inner hole diameter is smaller than the inner diameter of the inner tube, which is used to restrict the radial movement of the inner tube relative to the welding column.

[0005] This structure features a simple design. The addition of a protective sleeve prevents wear and abnormal noise, and it is easy to manufacture and install without altering the main structure of the control arm. As a physical barrier, the sleeve effectively limits the radial movement of the inner tube relative to the welded column under stress, ensuring a constant gap between them. This completely avoids direct metal-to-metal contact, friction, and wear, thus eliminating any resulting abnormal noise and significantly improving the vehicle's NVH performance.

[0006] Furthermore, in the butt-welded double-layer automotive control arm of this utility model, the rear bushing is pressed and fixed to the welding column by a nut assembly.

[0007] Furthermore, in the butt-welded double-layer automotive control arm of this utility model, the nut assembly includes a nut and a conical spring. An annular limiting edge extends axially from the nut, and an annular limiting groove is formed at the inner hole of the conical spring. The limiting edge passes into the limiting groove, and its end is radially bent to form a bent portion, which is embedded in the limiting groove. In this structure, the nut and the conical spring are connected as a single unit through the embedded connection of the limiting edge and the limiting groove. While providing axial limiting, they allow relative circumferential rotation, improving connection reliability. The conical spring provides continuous elastic preload, effectively counteracting vibrations during vehicle operation, preventing the nut from loosening, and greatly improving safety.

[0008] Furthermore, in the butt-welded double-layer automotive control arm of this utility model, the bent portion is formed by riveting.

[0009] Furthermore, in the butt-welded double-layer automotive control arm described in this utility model, a welded tube is also sleeved outside the outer tube, and a rear bushing bracket is connected to the outer wall of the welded tube. The rear bushing bracket is provided with multiple elliptical connection holes. The elliptical connection hole design allows for fine-tuning of the geometric position within a certain range when the control arm is installed on the subframe, facilitating assembly, compensating for manufacturing errors, and ensuring the accuracy of chassis positioning parameters.

[0010] Furthermore, in the butt-welded double-layer automotive control arm of this utility model, the middle bushing includes an inner tube II, a rubber body II, an outer tube II, and a skeleton. The outer wall of the outer tube II includes a large straight section, a reduced diameter connecting section, and a small straight section connected in sequence. One end of the outer tube II near the large straight section is bent radially outward, and one end of the outer tube II near the small straight section is bent radially inward and embedded in the rubber body II. The skeleton is embedded in the portion of the rubber body II near the large straight section.

[0011] The variable diameter design of the outer tube provides a natural guide and positioning reference for the press-fitting of the inner bushing, making the press-fitting process smoother and the positioning more accurate, thus improving production efficiency and assembly quality. At the same time, the inward bend at the end and the interlocking design with the rubber body enhance the bonding strength and anti-peeling ability between the rubber body and the metal parts, increase local rigidity, and extend service life.

[0012] Furthermore, in the butt-welded double-layer automotive control arm of this utility model, the main body of the frame is annular and its end away from the small straight section is bent radially outward, which increases the contact area between the frame and the rubber body and the mechanical interlocking effect, providing strong support for the area of ​​the rubber body near the large straight section, and improving local stiffness and impact resistance.

[0013] Furthermore, in the butt-welded double-layer automotive control arm of this utility model, the ball joint assembly includes a ball pin, a ball housing, a dust cover, and a limiting block. The limiting block has a central hole through which the rod portion of the ball pin passes. The central hole includes a cylindrical straight hole and an outwardly expanding conical hole connected to it. The limiting block is tightly fitted to the outer circumferential surface of the rod portion of the ball pin through the inner walls of the straight hole and the conical hole. The lower end face of the limiting block also presses against the dust cover, and its outer edge extends beyond the outer edge of the upper end face of the dust cover. The central hole of the limiting block adopts a composite design of a straight hole and a conical hole, which increases the contact area with the rod portion of the ball pin and improves the sealing effect. The conical hole plays a guiding role, making the installation of the limiting block and the dust cover more convenient and the centering better, thus improving the assembly quality and service life of the assembly.

[0014] The beneficial effects of this utility model are: 1. This utility model adds a specially structured sheath between the inner tube of the rear bushing and the welded post. Utilizing its small inner diameter base and the flange surrounding the rubber body, a radial limiting mechanism is formed with the welded post as the reference. This design effectively restricts the radial movement of the inner tube under stress, ensuring no contact between it and the welded post, eliminating wear and abnormal noise caused by metal friction, and significantly improving vehicle comfort.

[0015] 2. This utility model uses a special nut assembly to fix the rear bushing. The nut and the conical spring are axially limited and circumferentially rotatable. It adopts an embedded anti-loosening design and uses the continuous elastic preload of the conical spring to resist vibration, reducing the risk of nut loosening and improving driving safety.

[0016] 3. This utility model adopts an integrated design of variable diameter outer tube, inwardly embedded rubber at the end, and reinforced skeleton on the bushing, which forms a scientific stiffness gradient and greatly enhances the bonding strength between metal and rubber, and is easy to install.

[0017] 4. This utility model adds a limiting block to the ball head assembly, adopts a composite design of straight cylindrical hole and conical hole, and combines a "protective eaves" structure to achieve a double sealing and dustproof effect, effectively protecting the ball head pin. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of this utility model.

[0019] Figure 2 This is a schematic diagram of the structure of the rear bushing.

[0020] Figure 3 This is a schematic diagram of the structure of the bushing.

[0021] Figure 4 This is a schematic diagram of the nut assembly.

[0022] Figure 5 This is a schematic diagram of the structure of the ball joint assembly. Detailed Implementation

[0023] The present invention will now be further described with reference to the accompanying drawings: Reference Figure 1 , Figure 2 As shown, the butt-welded double-layer automotive control arm described in this embodiment includes an arm body 1 and ball joint assemblies 4, rear bushings 2, and middle bushings 3 disposed at each end of the arm body 1.

[0024] The rear bushing 2 includes an inner tube 201, a rubber body 202, and an outer tube 203. A welding column 101 extends from the arm body 1. The inner tube 201 is fitted onto the welding column 101, and a gap is formed between the outer peripheral wall of the welding column 101 and the inner peripheral wall of the inner tube 201. A protective sleeve 5 is fitted onto the welding column 101. The protective sleeve 5 includes an annular base 501 and a flange 502 extending axially from the outer edge of the base 501. The base 501 axially abuts against the end face of the inner tube 201 and the arm body 1. The inner peripheral wall of the flange 502 surrounds part of the outer periphery of the rubber body 202. The inner hole of the base 501 matches the outer peripheral wall of the welding column 101, and its inner hole diameter is smaller than the inner diameter of the inner tube 201, which is used to restrict the radial movement of the inner tube 201 relative to the welding column 101. The use of the sheath 5 can prevent the inner tube 201 from contacting and rubbing against the welded column 101, and the two always maintain a gap, which can prevent wear and abnormal noise, improve NVH performance, and avoid installation difficulties caused by welding deformation of the welded column 101.

[0025] Combination Figure 2 and Figure 4 The rear bushing 2 is clamped and fixed to the welded column by a nut assembly 6. Specifically, the nut assembly 6 includes a nut 601 and a conical spring 602. The nut 601 extends axially to form an annular limiting edge, and the conical spring 602 has an annular limiting groove 603 in its inner hole. The limiting edge passes into the limiting groove 603, and its end is radially bent to form a bent portion 604, which is embedded in the limiting groove 603. The bent portion 604 is riveted. The nut assembly 6 with a special structure integrates the nut 601 and the conical spring 602, achieving axial limiting and circumferential relative rotation between the two, ensuring a more stable installation of the rear bushing 2.

[0026] A welded pipe 7 is also fitted outside the outer tube 203. The outer wall of the welded pipe 7 is connected to a rear bushing bracket 8. The rear bushing bracket 8 is provided with multiple elliptical connection holes 801 to facilitate flexible installation with vehicle body parts.

[0027] Reference Figure 3 The bushing 3 includes an inner tube 2, a rubber body 2 301, an outer tube 2 302, and a skeleton 305. The outer wall of the outer tube 2 302 includes a large straight cylindrical section 303, a reduced-diameter connecting section, and a small straight cylindrical section 304 connected in sequence. One end of the outer tube 2 302 near the large straight cylindrical section 303 is bent radially outward, and the other end of the outer tube 2 302 near the small straight cylindrical section 304 is bent radially inward and embedded in the rubber body 2 301. The skeleton 305 is embedded in the portion of the rubber body 2 301 near the large straight cylindrical section 303. The main body of the skeleton 305 is annular, and its end away from the small straight cylindrical section 304 is bent radially outward. The reduced diameter design of the outer tube 302 provides good guidance for the press-fitting of the middle bushing 3 into the welded tube 7, improving installation accuracy. At the same time, the bending design of the skeleton 305 and the outer tube 302 strengthens the local rigidity and the bonding strength with the rubber body 301, improves fatigue resistance and impact resistance, and extends service life.

[0028] Reference Figure 5 The ball joint assembly 4 includes a ball head pin 401, a ball shell, a dust cover 402, and a limiting block 403. The limiting block 403 has a central hole through which the rod of the ball head pin 401 passes. The central hole includes a cylindrical straight hole and an outwardly expanding conical hole connected to it. The limiting block 403 is in close contact with the outer circumferential surface of the rod of the ball head pin 401 through the inner walls of the straight hole and the conical hole. The lower end face of the limiting block 403 also presses against the dust cover 402, and its outer edge extends beyond the outer edge of the upper end face of the dust cover 402. The design of pressing the limiting block 403 onto the dust cover 402 effectively prevents mud and water from entering the ball head and increases the contact area with the ball head pin 401, thereby improving installation accuracy and sealing effect.

[0029] The specific embodiments described herein are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model are still covered by the claims of this utility model.

Claims

1. A butt-welded double-layer automotive control arm, comprising an arm body and ball joint assemblies, a rear bushing, and a middle bushing disposed at each end of the arm body, wherein the rear bushing comprises an inner tube, a rubber body, and an outer tube, characterized in that: A welding column extends from the arm body, and an inner tube is fitted onto the welding column, with a gap formed between the outer peripheral wall of the welding column and the inner peripheral wall of the inner tube. A protective sleeve is fitted onto the welding column, the protective sleeve including an annular base and a flange extending axially from the outer edge of the base. The base axially abuts against the end face of the inner tube and the arm body. The inner peripheral wall of the flange surrounds part of the outer periphery of the rubber body. The inner hole of the base matches the outer peripheral wall of the welding column, and its inner hole diameter is smaller than the inner diameter of the inner tube, which is used to restrict the radial movement of the inner tube relative to the welding column.

2. The butt-welded double-layer automotive control arm according to claim 1, characterized in that: The rear bushing is clamped and fixed to the welded column by a nut assembly.

3. The butt-welded double-layer automotive control arm according to claim 2, characterized in that: The nut assembly includes a nut and a tapered spring. An annular limiting edge extends axially from the nut. An annular limiting groove is formed at the inner hole of the tapered spring. The limiting edge passes into the limiting groove and its end is radially bent to form a bent portion, which is embedded in the limiting groove.

4. The butt-welded double-layer automotive control arm according to claim 3, characterized in that: The bent portion is formed by riveting.

5. The butt-welded double-layer automotive control arm according to claim 1, characterized in that: An outer tube is also fitted with a welded tube, and a rear bushing bracket is connected to the outer wall of the welded tube. The rear bushing bracket has multiple elliptical connection holes.

6. The butt-welded double-layer automotive control arm according to claim 1, characterized in that: The bushing includes an inner tube II, a rubber body II, an outer tube II, and a skeleton. The outer wall of the outer tube II includes a large straight section, a reduced diameter connecting section, and a small straight section connected in sequence. One end of the outer tube II near the large straight section is bent radially outward, and the other end of the outer tube II near the small straight section is bent radially inward and embedded in the rubber body II. The skeleton is embedded in the portion of the rubber body II near the large straight section.

7. The butt-welded double-layer automotive control arm according to claim 6, characterized in that: The main body of the skeleton is ring-shaped, and its end away from the small straight section bends radially outward.

8. The butt-welded double-layer automotive control arm according to claim 1, characterized in that: The ball joint assembly includes a ball pin, a ball shell, a dust cover, and a limiting block. The limiting block has a central hole through which the rod of the ball pin passes. The central hole includes a cylindrical straight hole and an outwardly expanding conical hole connected to it. The limiting block is in close contact with the outer peripheral surface of the rod of the ball pin through the inner walls of the straight hole and the conical hole. The lower end face of the limiting block also presses against the dust cover, and its outer edge extends beyond the outer edge of the upper end face of the dust cover.

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