Adjustable automobile swing arm

Abstract

The utility model belongs to the field of automobile swing arm, disclose a adjustable automobile swing arm, including first swing arm subassembly, its inside is provided with recess, recess penetrates one side end face of first swing arm, second swing arm subassembly, including connecting seat, its one end surface is fixedly connected with threaded lead screw, and the distal end bearing of threaded lead screw is connected with sliding block, sliding block linearly slides in recess, connecting subassembly, including the fixed plate fixed in first swing arm end face, and the center of fixed plate is embedded and is installed with the nut of threaded cooperation with threaded lead screw, threaded lead screw is connected with nut screw thread and extends to recess, drives threaded lead screw axial movement through screw thread rotation, thereby drive sliding block along recess sliding, change one swing arm subassembly and the interval of second swing arm subassembly, realize position adjustment, realized swing arm length's dynamic adjustable, promoted the adaptability, adjustment accuracy and structural stability of suspension system to different working conditions, be applicable to the parameter optimization and maintenance modification of automobile suspension system.

Description

Technical Field

[0001] This utility model relates to the field of automotive swing arms, specifically an adjustable automotive swing arm. Background Technology

[0002] In a car's suspension system, the control arm, as a key component connecting the wheels and the body, directly affects the vehicle's handling stability, tire wear, and ride comfort in terms of its length and positioning accuracy.

[0003] Traditional automotive control arms mostly use a fixed structure, and their length cannot be dynamically adjusted according to changes in vehicle load, suspension system parameters, or different road conditions. When the geometric parameters of the suspension system change due to factors such as vehicle load or suspension deformation, the fixed control arm cannot be adjusted accordingly, which can easily cause tire alignment parameters (such as toe-in and camber) to deviate from the design values, leading to problems such as abnormal tire wear, steering drift, and sluggish handling response. In addition, if the suspension system parameters need to be adjusted during vehicle maintenance or modification, the entire control arm component often needs to be replaced, which not only increases maintenance costs but also reduces operational efficiency.

[0004] Therefore, an adjustable car swing arm is proposed to address the above problems. Utility Model Content

[0005] To address the limitations of existing technologies in flexibly adjusting length and adapting to dynamic changes in the suspension system, this invention proposes an adjustable automotive swing arm.

[0006] The technical solution adopted by this utility model to solve its technical problem is: an adjustable car swing arm, including a first swing arm assembly, including a first swing arm, the inside of the first swing arm is provided with a groove, the groove penetrates one end face of the first swing arm;

[0007] The second swing arm assembly includes a connecting seat, one end face of which is fixedly connected to a threaded screw, and the distal end of the threaded screw is connected to the slider via a bearing; the slider slides linearly within the groove.

[0008] The connecting assembly includes a fixing plate fixed to the end face of the first swing arm, and a nut that is threadedly embedded in the center of the fixing plate and engages with the threaded lead screw.

[0009] The threaded screw is threadedly connected to the nut and extends into the groove. The rotation of the threaded screw drives the axial movement of the threaded screw, thereby causing the slider to slide along the groove, changing the interval between the first swing arm assembly and the second swing arm assembly, and realizing position adjustment.

[0010] According to this utility model, a bearing is further embedded on one side of the slider, and the bearing is sleeved with the end of the threaded screw.

[0011] According to this utility model, further, a positioning tube is fixedly connected to the side of the fixing plate away from the first swing arm assembly, and the threaded rod extends into the groove after passing through the positioning tube and the nut in sequence. Preferably, the positioning tube, the nut, the threaded rod and the bearing are coaxially installed.

[0012] Preferably, the slider slides into the groove.

[0013] Preferably, the connecting seat has a lateral protrusion forming a bump, and the specifications of the bump match the internal specifications of the positioning tube.

[0014] Preferably, the surface area of ​​the slider is larger than the diameter of the nut hole to prevent the slider from disengaging from the groove.

[0015] Preferably, the nut and the threaded screw are in a self-locking threaded fit.

[0016] The advantages of this utility model are:

[0017] 1. This utility model achieves precise adjustment of the swing arm length through the threaded engagement structure of the threaded screw and nut, solving the problem that traditional fixed swing arms cannot adapt to changes in suspension system parameters, and improving the adaptability of the suspension system to different working conditions. By rotating the threaded screw, the rotational motion is converted into axial displacement through the threaded pair, which drives the slider to slide in the groove, thereby realizing the relative extension and retraction of the first swing arm assembly and the second swing arm assembly. The swing arm length can be dynamically adjusted according to vehicle load, road conditions and other requirements to ensure the accuracy of tire positioning parameters.

[0018] 2. This utility model achieves the function of reducing adjustment torque through the structural design of bearing sleeve connecting the end of the threaded screw, which solves the problems of high frictional resistance and laborious operation in traditional screw transmission, improves the convenience of swing arm adjustment, and the bearing setting reduces the friction between the screw and the slider when rotating, making the rotation operation easier. Even in the case of frequent adjustment, it can maintain a good operating experience and reduce the labor intensity of manual adjustment.

[0019] 3. This utility model achieves the function of limiting the movement range of the slider through the mechanical limiting structure design of the end face of the nut and the end face of the first swing arm. It solves the safety hazard problem that the slider may fall out of the groove during the adjustment process, and improves the safety of the overall structure of the swing arm. The diameter of the nut hole is smaller than the surface area of ​​the slider. When the slider slides to the limit position, the nut stops the slider from continuing to move in that direction, preventing the slider from moving excessively and falling out. This ensures that the swing arm remains stable after adjustment and avoids affecting the performance of the suspension system due to structural loosening. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the adjustable car swing arm of this utility model;

[0021] Figure 2 This is a schematic diagram of the internal structure of the adjustable automotive swing arm of this utility model.

[0022] Figure 3 This is a schematic diagram of the structure of the first swing arm assembly of this utility model;

[0023] Figure 4 This is a schematic diagram of the structure of the connecting component of this utility model;

[0024] Figure 5 This is a schematic diagram of the structure of the second swing arm assembly of this utility model.

[0025] In the figure: 1. First swing arm assembly; 101. First swing arm; 102. Groove; 2. Second swing arm assembly; 201. Connecting seat; 202. Threaded screw; 203. Bearing; 204. Slider; 3. Connecting assembly; 301. Fixing plate; 302. Nut; 303. Positioning tube. Detailed Implementation

[0026] 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 scope of protection of the present utility model.

[0027] The following is in conjunction with the appendix Figure 1-5 This application will be described in further detail.

[0028] This application discloses an adjustable automotive swing arm. (See also...) Figures 1 to 5 An adjustable car swing arm includes a first swing arm assembly 1, a connecting assembly 3 fixedly connected to the first swing arm assembly 1, and a second swing arm assembly 2.

[0029] The first swing arm assembly 1 includes a first swing arm 101. A groove 102 is provided inside the first swing arm 101. The groove 102 passes through one end face of the first swing arm 101. This end face is fixedly connected to the fixing plate 301 of the connecting assembly 3 to form a fixed reference end.

[0030] Preferably, the fixing plate 301 and the first swing arm 101 are fixed by welding, with full welding along the contact surface, and stress relief treatment is performed after welding to avoid deformation.

[0031] The second swing arm assembly 2 includes a connecting seat 201. A threaded screw 202 is fixedly connected to one end face of the connecting seat 201. The distal end of the threaded screw 202, which passes through the fixing plate 301, is connected to a slider 204 that slides along the groove 102. Preferably, one end of the slider 204 forms a receiving cavity for accommodating a bearing 203. The bearing 203 is embedded in the receiving cavity and is sleeved with the end of the threaded screw 202. The bearing 203 sleeves on the end of the threaded screw 202, reducing the frictional resistance between the threaded screw 202 and the slider 204 when the threaded screw 202 rotates, thus reducing the rotational torque. A protrusion 2011 is formed on one side of the connecting seat 201, and the specifications of the protrusion 2011 match the internal specifications of the positioning tube 303 described in detail below. When the distance between the second swing arm assembly 2 and the first swing arm assembly 1 is the shortest and no adjustment is required, the inner diameter of the positioning tube 303 is clearance-fitted with the outer diameter of the protrusion 2011 of the connecting seat, and the slider 204 slides to the depth of the groove 102.

[0032] The slider 204 is embedded in the groove 102 to form the telescopic structure of the swing arm. The groove 102 restricts the movement direction of the slider to ensure smooth axial movement, so that the second swing arm assembly 2 can extend and retract smoothly relative to the first swing arm assembly 1, avoiding jamming during adjustment and improving operational flexibility.

[0033] The end of the threaded screw 202 is connected to the slider 204 via a bearing 203, allowing the slider 204 to move freely when the threaded screw 202 rotates.

[0034] Preferably, bearing 203 is a deep groove ball bearing, whose inner diameter is interference-fitted with the end diameter of the threaded screw. During installation, grease needs to be applied to the inner ring contact surface of bearing 203 to reduce rotational resistance.

[0035] The connecting component 3 includes a fixing plate 301, a nut 302 is embedded through the center of the fixing plate 301, a threaded rod 202 is threadedly engaged with the nut 302 and extends into the groove 102; a positioning tube 303 is fixedly connected to the side of the fixing plate 301 away from the first swing arm component 1, the positioning tube 303, the nut 302, the threaded rod 202 and the bearing 203 are coaxially installed to ensure accurate transmission.

[0036] Nut 302 and threaded screw 202 are threadedly engaged. The threaded screw 202 and nut 302 convert rotational motion into linear motion through the threaded pair, achieving precise adjustment of the swing arm length. This provides high transmission efficiency and controllable adjustment; the swing arm length can be slightly adjusted by manually rotating the threaded screw, solving the problem of traditional swing arms being unable to adapt to changes in suspension system parameters and improving adjustment accuracy. Preferably, the threaded engagement between nut 302 and threaded screw 202 is a self-locking thread.

[0037] The surface area of ​​slider 204 is larger than the hole diameter of nut 302. When slider 204 moves to nut 302, it cannot continue to move, which prevents slider 204 from moving excessively and dislodging from groove 102, ensuring the safety of the adjustment process and enhancing the overall rigidity of the swing arm.

[0038] The working principle of this utility model:

[0039] I. Length Adjustment Process

[0040] Drive input: Rotate the threaded screw 202 with a tool. Since the nut 302 is fixed on the fixed plate 301 (cannot rotate or move), the threaded pair converts the rotational motion into the axial displacement of the threaded screw 202.

[0041] Slider sliding: When the threaded screw 202 moves axially, it pushes the slider 204 to slide horizontally in the groove 102. The groove 102 plays a limiting and guiding role, restricting the radial displacement of the slider 204 and ensuring linear motion.

[0042] II. Adjusted Positioning and Locking

[0043] Thread self-locking: After rotation stops, the threaded engagement between the threaded screw 202 and the nut 302 is designed as a self-locking thread, which can prevent the screw from loosening automatically and maintain the adjusted length.

[0044] Mechanical limit: The surface area of ​​the nut 302 on the side closest to the first swing arm assembly 1 is smaller than the surface area of ​​the slider 204, forming a physical stop to prevent the slider 204 from coming out of the groove 102 and enhance structural stability.

[0045] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. An adjustable automotive swing arm, characterized in that, include: The first swing arm assembly (1) includes a first swing arm (101), and a groove (102) is provided inside the first swing arm (101), the groove (102) penetrating one end face of the first swing arm (101); The second swing arm assembly (2) includes a connecting seat (201), one end face of which is fixedly connected to a threaded screw (202), and the distal end of the threaded screw (202) is connected to a slider (204); the slider (204) slides linearly within the groove (102); The connecting assembly (3) includes a fixing plate (301) fixed to the end face of the first swing arm (101), and a nut (302) that is threadedly fitted to the threaded screw (202) is inserted through the center of the fixing plate (301); The threaded screw (202) is threadedly connected to the nut (302) and extends into the groove (102). The threaded screw (202) is driven to move axially by rotating the thread, thereby causing the slider (204) to slide along the groove (102), changing the interval between the first swing arm assembly (1) and the second swing arm assembly (2), and realizing position adjustment.

2. The adjustable automotive swing arm according to claim 1, characterized in that: A bearing (203) is embedded in one side of the slider (204), and the bearing (203) is sleeved with the end of the threaded screw (202).

3. An adjustable automotive swing arm according to claim 2, characterized in that: A positioning tube (303) is fixedly connected to the side of the fixed plate (301) away from the first swing arm assembly (1). The threaded rod (202) passes through the positioning tube (303) and the nut (302) in sequence and extends into the groove (102).

4. An adjustable automotive swing arm according to claim 3, characterized in that: The positioning tube (303), nut (302), threaded screw (202) and bearing (203) are coaxially mounted.

5. An adjustable automotive swing arm according to claim 1, characterized in that: The slider (204) is slidably fitted into the groove (102).

6. An adjustable automotive swing arm according to claim 1, characterized in that: The connecting seat (201) has a protrusion on one side to form a bump (2011), and the size of the bump (2011) matches the internal size of the positioning tube (303).

7. An adjustable automotive swing arm according to claim 1, characterized in that: The surface area of ​​the slider (204) is larger than the diameter of the nut (302) hole, preventing the slider (204) from disengaging from the groove (102).

8. An adjustable automotive swing arm according to claim 1, characterized in that: The nut (302) and the threaded screw (202) are in a self-locking threaded fit.

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