Automobile chassis lightweight casting structure

Abstract

The utility model relates to the technical field of automobile parts, concretely to a light-weighted casting structure of automobile chassis, including control arm body and protective housing, the even triangular lower weight reduction hole of control arm body upper end is set up, the inner peripheral side fixed mounting of triangular lower weight reduction hole has triangle muscle, the limit spring of protective housing inner wall fixed mounting, the limit baffle of limit spring other end fixed mounting, limit baffle and control arm body sliding connection, the utility model, through triangular lower weight reduction hole and triangle muscle cooperation use, make stress even dispersion to entire control arm body, avoid local stress to exceed the standard, reduce weight and avoid strength loss simultaneously, reduced the reliability risk that control arm appeared fracture, deformation etc. in later period, through the elastic buffer mechanism that limit spring and limit baffle form in protective housing, can absorb part vibration impact load when the vehicle is jolted or sharp steering, reduce the instantaneous stress peak value of control arm body, further reduce fatigue damage accumulation.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, specifically to a lightweight casting structure for automotive chassis. Background Technology

[0002] As a guiding and force-transmitting element of the car suspension system, the upper control arm (also known as the swing arm) is connected to the steering knuckle and the subframe at both ends in the rear three-link suspension system. It mainly controls the movement of the steering knuckle, and its performance directly affects the dynamic performance of the suspension. The weight, stiffness, and strength of the upper control arm itself will affect the vehicle's handling stability, safety, and comfort.

[0003] Current control arm designs typically employ welding and splicing processes. However, the welded areas are prone to stress concentration and strength degradation after long-term use, leading to increased reliability risks. Alternatively, solid structures can be used, but these have high material redundancy and cannot balance lightweighting and performance requirements. During vehicle operation, the suspension is subjected to complex dynamic forces such as impacts from uneven road surfaces and longitudinal forces during rapid acceleration. If lightweighting is prioritized, the control arm may suffer from insufficient fatigue durability and is prone to cracking after a period of use. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model proposes a lightweight casting structure for automotive chassis, which can completely avoid the drawbacks of traditional welding and splicing processes, solve the problem of material redundancy in solid structures, and achieve synergistic optimization of lightweighting and fatigue durability under dynamic stress scenarios.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a lightweight casting structure for an automobile chassis, comprising a control arm body and a protective shell. The upper end of the control arm body is provided with uniformly spaced triangular lower weight reduction holes, and triangular ribs are fixedly installed on the inner periphery of the triangular lower weight reduction holes. The apex of the control arm body is provided with a mounting hole. A subframe connection hole is slidably installed on one side of the control arm body, and a steering knuckle connection hole is slidably installed on the other side of the control arm body. A limit spring is fixedly installed on the inner wall of the protective shell, and a limit baffle is fixedly installed on the other end of the limit spring. The limit baffle is slidably connected to the control arm body, and a protective cover is fixedly installed on the upper end of the protective shell.

[0006] Preferably, the protective cover plate and the protective outer shell are connected by a threaded bolt, and a spring washer is provided at the contact point between the threaded bolt and the protective cover plate.

[0007] Preferably, both the steering knuckle connection hole and the subframe connection hole are detachably fixed to the control arm body via bolts.

[0008] Preferably, both the protective outer shell and the protective cover plate have rubber pads fixedly installed at their bottoms, and the surface of the rubber pads is provided with anti-slip diamond patterns.

[0009] Preferably, an H-reinforced connector is fixedly installed at the bottom inside the protective shell, and a limit connector is fixedly installed on the top surface inside the protective cover.

[0010] Preferably, the control arm body is made of aluminum-magnesium alloy, and the protective shell and protective cover are both made of a combination of resin and aluminum alloy.

[0011] Preferably, the limiting baffle is an arc-shaped metal plate with the same curvature as the outer wall of the control arm body, and the mating surface between the protective cover and the protective shell is provided with an annular sealing groove.

[0012] Preferably, an elastic sealing gasket is fixedly installed on the inner wall of the protective shell outside the limiting spring, and the elastic sealing gasket is tightly fitted to the outer wall of the control arm body. A silicone buffer layer is fixedly installed on the side of the limiting baffle close to the control arm body.

[0013] Compared with the prior art, the present invention has the following beneficial effects: This lightweight casting structure for automotive chassis uses triangular weight-reducing holes in conjunction with triangular ribs to evenly distribute stress throughout the entire control arm body, preventing excessive local stress. It also reduces weight to avoid strength loss, lowering the reliability risk of breakage or deformation of the control arm in the later stages. The limit spring and limit baffle inside the protective shell form an elastic buffer mechanism, which can absorb some vibration and impact loads when the vehicle is bumpy or making sharp turns, reducing the instantaneous peak stress on the control arm body and further reducing the accumulation of fatigue damage. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a schematic diagram showing the overall structure of this utility model disassembled; Figure 3 This is a schematic cross-sectional view of the overall structure of this utility model; Figure 4 This is a schematic diagram of the control arm portion of this utility model; Figure 5 for Figure 2 Enlarged diagram of point A in the middle.

[0015] In the diagram: 1. Control arm body; 2. Subframe connection hole; 3. Steering knuckle connection hole; 4. Bolt; 5. Lower triangular weight reduction hole; 6. Triangular rib; 7. Protective cover plate; 8. Threaded bolt; 9. Protective shell; 10. H-reinforced connector; 11. Mounting hole; 12. Limiting baffle; 13. Limiting spring; 14. Limiting connecting bracket; 15. Rubber pad. Detailed Implementation

[0016] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments.

[0017] Please see Figures 1-5 A lightweight casting structure for an automotive chassis includes a control arm body 1 and a protective shell 9. The control arm body 1 has evenly spaced triangular lower weight-reducing holes 5 at its upper end, with triangular ribs 6 fixedly installed on the inner periphery of the triangular lower weight-reducing holes 5. The control arm body 1 has a mounting hole 11 at its apex. A subframe connection hole 2 is slidably installed on one side of the control arm body 1, and a steering knuckle connection hole 3 is slidably installed on the other side. A limit spring 13 is fixedly installed on the inner wall of the protective shell 9, and a limit baffle 12 is fixedly installed at the other end of the limit spring 13. The limit baffle 12 is slidably connected to the control arm body 1. A protective cover plate 7 is fixedly installed on the upper end of the protective shell 9.

[0018] In use, move the control arm body 1 to the corresponding assembly position on the vehicle chassis, aligning the mounting hole 11 at the top corner of the body with the pre-set positioning hole on the chassis. Insert the positioning pin for temporary fixation, ensuring that the control arm body 1 is horizontal and without offset to prevent subsequent misalignment of the connection holes. Push the subframe connection hole 2 on one side of the control arm body 1, allowing it to slide along the body slide rail until it aligns with the interface position of the chassis subframe. Insert the bolt 4 through the connection hole and the subframe interface, and tighten the bolt 4 to the specified torque using a torque wrench to complete the subframe connection. Similarly, slide the steering wheel on the other side of the control arm body 1. Align the connecting hole 3 with the mounting interface of the steering knuckle, repeat the above bolt 4 tightening steps to ensure that the connecting hole and the steering knuckle fit seamlessly without any loose gaps, cover the upper end of the protective cover 7 on the protective shell 9, align the threaded holes of the cover and the shell, put the spring washer on the threaded bolt 8, and put the protective shell 9 on top of the control arm body 1 so that the limiting baffle 12 on the inner wall of the shell fits against the outer wall of the control arm body 1. At this time, the limiting spring 13 on the inner wall will generate elastic tension due to the fitting and compression, forming a surrounding elastic limit on the control arm body 1, reducing lateral sway during driving.

[0019] like Figure 2 As shown, the protective cover 7 and the protective housing 9 are connected by a threaded bolt 8, and a spring washer is provided at the contact point between the threaded bolt 8 and the protective cover 7. During the above-mentioned use, the threaded connection of the threaded bolt 8 can achieve a stable assembly of the protective cover 7 and the protective housing 9, and facilitates disassembly and maintenance in the future. The spring washer can effectively offset the vibration during the vehicle's operation, prevent the threaded bolt 8 from loosening due to vibration, avoid the protective cover 7 from falling off, ensure the integrity of the protective structure, and thus continuously protect the internal control arm body 1.

[0020] like Figure 4 As shown, the steering knuckle connecting hole 3 and the subframe connecting hole 2 are detachably fixed to the control arm body 1 by bolts 4. In the above-mentioned use, the detachable connection design of bolts 4 not only ensures the connection strength between the connecting hole and the control arm body 1 to meet the force requirements when the car is driving, but also facilitates the quick disassembly of the components when the connecting hole is worn, deformed, or the control arm body 1 needs maintenance and replacement, without the need to replace the entire casting, thus reducing maintenance costs and operational difficulty.

[0021] like Figure 2 As shown, rubber pads 15 are fixedly installed at the bottom of both the protective housing 9 and the protective cover 7. The surface of the rubber pads 15 is provided with anti-slip diamond patterns. During the above-mentioned use, the rubber pads 15 can buffer the collision between the protective housing 9, the protective cover 7 and other chassis components, reduce impact noise during driving and improve driving comfort. The anti-slip diamond patterns can increase the friction between the rubber pads 15 and the contact components, preventing the protective housing 9 or the protective cover 7 from shifting due to vibration when the car is driving on bumpy roads, ensuring the stability of the protective structure and not affecting the normal operation of the control arm body 1.

[0022] like Figure 2 or Figure 5 As shown, an H-reinforced connector 10 is fixedly installed at the bottom inside the protective shell 9, and a limiting connector 14 is fixedly installed on the top surface inside the protective cover 7. During the above-mentioned use, the H-reinforced connector 10, with its mechanical advantages of H-shaped structure, can enhance the overall structural strength of the protective shell 9, prevent the shell from deforming when subjected to chassis pressure or external impact, and protect the internal control arm body 1 from being squeezed. The limiting connector 14, after the protective cover 7 is closed, further limits the top of the control arm body 1, preventing the control arm from swaying up and down during operation and ensuring its operational stability. The two work together to improve the overall structural stability of the casting.

[0023] like Figure 4 As shown, the control arm body 1 is made of aluminum-magnesium alloy, and the protective shell 9 and the protective cover 7 are both made of resin and aluminum alloy. In the above-mentioned use, the aluminum-magnesium alloy material has both lightweight and high strength characteristics, which can reduce the weight of the control arm body 1 while meeting the strength requirements for bearing the chassis force, reducing the overall weight of the chassis and improving the fuel economy of the vehicle. The combination of resin and aluminum alloy not only takes advantage of the lightweight of resin to further reduce the weight of the protective components, but also ensures the structural strength of the protective shell 9 and the protective cover 7 through aluminum alloy, avoiding easy damage to the protective components due to collision and compression, thus achieving the dual requirements of "lightweight" and "durability".

[0024] like Figure 1 or Figure 2As shown, the limiting baffle 12 is an arc-shaped metal plate with the same curvature as the outer wall of the control arm body 1. The mating surface of the protective cover 7 and the protective shell 9 is provided with an annular sealing groove. During the above-mentioned use, the arc-shaped limiting baffle 12 can completely fit with the outer wall of the control arm body 1, so that the limiting force is evenly distributed on the surface of the control arm, avoiding excessive local pressure that could cause wear or deformation of the outer wall of the control arm. The annular sealing groove forms a sealing structure with the mating surface when the protective cover 7 and the protective shell 9 are mated, effectively blocking external dust, rainwater, mud and other impurities from entering the interior of the protection, preventing impurities from corroding the control arm body 1 or affecting the elastic performance of the limiting spring 13, and extending the service life of the casting.

[0025] like Figure 2 or Figure 5 As shown, an elastic sealing gasket is fixedly installed on the inner wall of the protective shell 9 outside the limit spring 13, and the elastic sealing gasket is tightly fitted to the outer wall of the control arm body 1. A silicone buffer layer is fixedly installed on the side of the limit baffle 12 near the control arm body 1. During the above-mentioned use, the elastic sealing gasket can further enhance the sealing between the protective shell 9 and the control arm body 1, supplement the sealing effect of the annular sealing groove, and buffer the slight vibration of the control arm body 1 during operation, reducing the direct friction between the shell and the control arm. The silicone buffer layer can prevent the limit baffle 12 (metal material) from directly contacting the control arm body 1, preventing metal-to-metal friction from scratching the surface of the control arm, and at the same time absorbing the vibration and impact force during the limiting process, improving the smoothness of the control arm operation, and further reducing driving noise.

[0026] 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. An automobile chassis lightening casting structure comprising a control arm body (1) and a protective shell (9), characterized in that, The upper end of the control arm body (1) is evenly provided with triangular lower weight reduction holes (5), and triangular ribs (6) are fixedly installed on the inner circumference of the triangular lower weight reduction holes (5). The top corner of the control arm body (1) is provided with a mounting hole (11). A subframe connection hole (2) is slidably installed on one side of the control arm body (1), and a steering knuckle connection hole (3) is slidably installed on the other side of the control arm body (1). A limit spring (13) is fixedly installed on the inner wall of the protective shell (9), and a limit baffle (12) is fixedly installed on the other end of the limit spring (13). The limit baffle (12) is slidably connected to the control arm body (1), and a protective cover plate (7) is fixedly installed on the upper end of the protective shell (9).

2. The cast structure for light-weighting of an automobile chassis according to claim 1, wherein The protective cover (7) and the protective shell (9) are connected by a threaded bolt (8), and a spring washer is provided at the contact point between the threaded bolt (8) and the protective cover (7).

3. The lightweight casting structure for an automobile chassis according to claim 1, characterized in that, The steering knuckle connection hole (3) and the subframe connection hole (2) are detachably fixed to the control arm body (1) by bolts (4).

4. The cast structure for light-weighting of an automobile chassis according to claim 1, wherein Both the protective outer shell (9) and the protective cover plate (7) are fixedly installed with rubber pads (15), and the surface of the rubber pads (15) is provided with anti-slip diamond patterns.

5. The cast structure of claim 1, wherein The bottom of the protective shell (9) is fixedly installed with an H-reinforced connector (10), and the top surface of the protective cover (7) is fixedly installed with a limit connector (14).

6. The cast structure of claim 1, wherein The control arm body (1) is made of aluminum-magnesium alloy, and the protective shell (9) and the protective cover (7) are both made of resin and aluminum alloy.

7. The cast structure of claim 1, wherein The limiting baffle (12) is an arc-shaped metal plate with an arc that is consistent with the arc of the outer wall of the control arm body (1). The mating surface of the protective cover (7) and the protective shell (9) is provided with an annular sealing groove.

8. The automotive chassis light-weighting casting structure according to claim 1, characterized in that, The inner wall of the protective shell (9) is fixedly installed with an elastic sealing gasket on the outside of the limiting spring (13), and the elastic sealing gasket is tightly fitted with the outer wall of the control arm body (1). The limiting baffle (12) is fixedly installed with a silicone buffer layer on the side close to the control arm body (1).

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