Automobile suspension arm with anti-load cushioning structure

Abstract

The utility model discloses a kind of automobile suspension arms with anti-load buffer structure, it is related to automobile suspension arm technical field, solve the problem that automobile suspension arm in prior art exists insufficient transverse stability when using;Including: suspension arm, set on the crossbeam of vehicle body, suspension arm includes the wheel connecting component for connecting wheel, upper fork arm and lower fork arm, one end of upper fork arm and lower fork arm same side is respectively fixedly connected on wheel connecting component, the other end of upper fork arm and the other end of lower fork arm are respectively movably connected with the crossbeam of vehicle body;Reinforcing buffer assembly, reinforcing buffer assembly includes main damper, first auxiliary damper, second auxiliary damper and reinforcing connecting rod;The scheme of the utility model, by first auxiliary damper, second auxiliary damper respectively provide support to the side surface of upper fork arm and lower fork arm, lateral reinforcement is carried out to both sides of entire suspension arm.Coupled with the buffer function of main damper, the stability of entire suspension arm is effectively significantly improved, and practicality is stronger.

Description

Technical Field

[0001] This utility model belongs to the field of automotive suspension arm technology, and in particular relates to an automotive suspension arm with an anti-load buffer structure. Background Technology

[0002] As a core component connecting the wheels and the chassis, the automotive suspension arm not only undertakes the basic functions of transmitting force and supporting the weight of the vehicle body, but also significantly improves the vehicle's handling, driving stability, and ride comfort by precisely controlling the wheel's movement trajectory. Based on structural differences, its main types can be divided into MacPherson strut independent suspension arms, multi-link independent suspension arms, double wishbone independent suspension arms, and non-independent suspension arms.

[0003] Currently, traditional double wishbone independent suspension arms, when installed behind the wheels, suffer from a design flaw: a lack of lateral reinforcement. This deficiency leads to a gradual decrease in the lateral stability of the suspension arms when the vehicle is driven on bumpy roads for extended periods, resulting in problems such as wheel alignment parameter misalignment and sluggish steering response.

[0004] In summary, existing automotive suspension arms suffer from insufficient lateral stability during use. Utility Model Content

[0005] This invention provides an automotive suspension arm with an anti-load buffer structure, which can solve the problem of insufficient stability of existing automotive suspension arms during use.

[0006] To achieve the above objectives, according to an embodiment of the first aspect of this utility model, a car suspension arm with an anti-load buffer structure is provided, comprising: A suspension arm is mounted on the vehicle body crossbeam. The suspension arm includes a wheel connecting member for connecting the wheel, an upper fork arm, and a lower fork arm. One end of the upper fork arm and the lower fork arm on the same side are respectively fixedly connected to the wheel connecting member. The other end of the upper fork arm and the other end of the lower fork arm are respectively movably connected to the vehicle body crossbeam. A reinforced buffer assembly, comprising a main damper, a first secondary damper, a second secondary damper, and a reinforcing connecting rod; The main damper is connected between the vehicle body crossbeam and the lower fork arm, the first auxiliary damper and the second auxiliary damper are respectively movably disposed on both sides of the suspension arm, and the reinforcing link is fixedly connected between the first auxiliary damper and the second auxiliary damper.

[0007] A further improvement is that four first mounting supports are fixedly connected to the side of the vehicle body crossbeam, and the four first mounting supports are divided into upper and lower pairs.

[0008] A further improvement is that the two ends of the upper fork arm are respectively rotatably mounted in a pair of upper first mounting support ports via a rotating shaft, and the two ends of the lower fork arm are respectively rotatably mounted in a pair of lower first mounting support ports via a rotating shaft.

[0009] A further improvement is that the first and second auxiliary dampers are arranged in an inverted V-shape, and the reinforcing link and the first and second auxiliary dampers form a support frame structure.

[0010] A further improvement is that a mounting lug is fixedly connected to the middle of the surface of the lower fork arm, and a second mounting bracket is fixedly connected to the side of the vehicle body beam and between a pair of first mounting brackets located above.

[0011] A further improvement is that the damper is arranged at an inverted angle, with one end rotatably connected to the second mounting bracket via a rotating shaft, and the other end rotatably connected to the mounting lug via a rotating shaft.

[0012] Compared with the prior art, the beneficial effects of this utility model are: This invention proposes a support frame structure by combining a reinforcing link, a first damper, and a second damper. The first and second dampers are then installed into pre-drilled notches on both sides of the upper and lower forks, respectively. One end of the main damper is then installed in the middle of the lower fork, and the other end is connected to the vehicle body crossbeam. At this point, the main damper, the first damper, and the second damper are all tilted. This design provides lateral support to the sides of the upper and lower forks through the first and second dampers, respectively, thus reinforcing both sides of the entire suspension arm. Combined with the buffering function of the main damper, this effectively and significantly improves the stability of the entire suspension arm, making it more practical. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a cross-sectional structural diagram of the present invention.

[0014] Marked in the image: 1. Suspension arm; 11. Wheel connection component; 12. Upper fork arm; 13. Lower fork arm; 131. Mounting lug; 2. Body crossbeam; 21. First mounting bracket; 22. Second mounting bracket; 3. Reinforced buffer assembly; 31. Main damper; 32. First auxiliary damper; 33. Second auxiliary damper; 34. Reinforced connecting rod. Detailed Implementation

[0015] The technical solution of this utility model will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0016] like Figure 1 As shown, a car suspension arm with an anti-load buffer structure includes: The suspension arm 1 is mounted on the vehicle body crossbeam 2. The suspension arm 1 includes a wheel connecting member 11 for connecting the wheels, an upper fork arm 12 and a lower fork arm 13. One end of the upper fork arm 12 and the lower fork arm 13 on the same side is fixedly connected to the wheel connecting member 11, and the other end of the upper fork arm 12 and the other end of the lower fork arm 13 are movably connected to the vehicle body crossbeam 2. The reinforced buffer assembly 3 includes a main damper 31, a first auxiliary damper 32, a second auxiliary damper 33, and a reinforcing connecting rod 34. The main damper 31 is connected between the vehicle body crossbeam 2 and the lower fork arm 13. The first auxiliary damper 32 and the second auxiliary damper 33 are respectively movably arranged on both sides of the suspension arm 1. The reinforcing link 34 is fixedly connected between the first auxiliary damper 32 and the second auxiliary damper 33.

[0017] Specifically, four first mounting supports 21 are fixedly connected to the side of the vehicle body crossbeam 2. The four first mounting supports 21 are located in pairs on the upper and lower sides of the vehicle body crossbeam 2. The two ends of the upper fork arm 12 are respectively rotatably set in the upper pair of first mounting supports 21 ports through a rotating shaft. The two ends of the lower fork arm 13 are respectively rotatably set in the lower pair of first mounting supports 21 ports through a rotating shaft. It should be noted that notches are pre-cut on both sides of the upper fork arm 12 and the lower fork arm 13 for the installation of the first damper 32 and the second damper 33 at both ends; More specifically, after the first and second auxiliary dampers 32 and 33 are installed into the pre-reserved notches on both sides of the upper and lower forks 12 and 13 respectively, the first and second auxiliary dampers 32 and 33 are tilted in an inverted V-shape. The reinforcing link 34 and the first and second auxiliary dampers 32 and 33 form a support frame structure. This design utilizes the first and second auxiliary dampers 32 and 33 to support the sides of the upper and lower forks 12 and 13 respectively, while also providing lateral reinforcement to both sides of the entire suspension arm 1. Combined with the buffering function of the main damper 31, this design significantly improves the stability of the entire suspension arm 1.

[0018] In this embodiment, more specifically, the main damper 31 is arranged in an inverted tilt, with one end rotatably connected to the second mounting bracket 22 via a rotating shaft, and the other end rotatably connected to the mounting lug 131 via a rotating shaft.

[0019] In this embodiment, more specifically, a mounting lug 131 is fixedly connected to the middle of the surface of the lower fork arm 13, and a second mounting support 22 is fixedly connected to the side of the vehicle body beam 2 and between a pair of first mounting supports 21 located above.

[0020] In this embodiment, it should also be noted that the actual dimensions of each component in the application document are selected and installed according to the actual needs on site. Additionally, it should be noted that this application document only addresses the shortcomings of insufficient stability in the existing automotive suspension arms and does not involve improvements in other aspects.

[0021] To facilitate understanding of the embodiments of this solution by those skilled in the art, the working principle of this solution will now be briefly explained in conjunction with specific application scenarios: When using this novel solution: The workers first connect the wheel connecting component 11 in the suspension arm 1 to the wheel. Then, they connect the other side of the upper fork arm 12 and the lower fork arm 13 to the vehicle body crossbeam 2 via a pivot. At this point, the main body installation is complete.

[0022] Subsequently, the reinforcing link 34, the first auxiliary damper 32, and the second auxiliary damper 33 are combined into a support frame structure. The first auxiliary damper 32 and the second auxiliary damper 33 are then installed into the pre-reserved notches on both sides of the upper fork arm 12 and the lower fork arm 13, respectively. Next, one end of the main damper 31 is installed in the middle of the lower fork arm 13, and the other end is connected to the vehicle body crossbeam 2. At this point, the main damper 31, the first auxiliary damper 32, and the second auxiliary damper 33 are all in an inclined state. This design provides support to the sides of the upper fork arm 12 and the lower fork arm 13 through the first auxiliary damper 32 and the second auxiliary damper 33, respectively, providing lateral reinforcement to both sides of the entire suspension arm 1. Combined with the buffering function of the main damper 31, this effectively and significantly improves the stability of the entire suspension arm 1, making it more practical.

[0023] The above-disclosed embodiments are only a few specific examples of the present invention. However, the embodiments of the present invention are not limited thereto, and any variations that can be conceived by those skilled in the art should fall within the protection scope of the present invention.

Claims

1. A car suspension arm with an anti-load buffer structure, characterized in that, include: A suspension arm (1) is mounted on a vehicle body crossbeam (2). The suspension arm (1) includes a wheel connecting member (11) for connecting the wheels, an upper fork arm (12) and a lower fork arm (13). One end of the upper fork arm (12) and the lower fork arm (13) on the same side are fixedly connected to the wheel connecting member (11). The other end of the upper fork arm (12) and the other end of the lower fork arm (13) are movably connected to the vehicle body crossbeam (2). The reinforced buffer assembly (3) includes a main damper (31), a first auxiliary damper (32), a second auxiliary damper (33), and a reinforcing link (34). The main damper (31) is connected between the vehicle body crossbeam (2) and the lower fork arm (13). The first auxiliary damper (32) and the second auxiliary damper (33) are respectively movably arranged on both sides of the suspension arm (1). The reinforcing link (34) is fixedly connected between the first auxiliary damper (32) and the second auxiliary damper (33).

2. The automotive suspension arm with an anti-load buffer structure according to claim 1, characterized in that, The side of the vehicle body beam (2) is fixedly connected to four first mounting supports (21), which are divided into upper and lower pairs.

3. The automotive suspension arm with an anti-load buffer structure according to claim 2, characterized in that, The two ends of the upper fork arm (12) are respectively rotatably mounted in the upper pair of first mounting supports (21) ports via a rotating shaft, and the two ends of the lower fork arm (13) are respectively rotatably mounted in the lower pair of first mounting supports (21) ports via a rotating shaft.

4. The automotive suspension arm with an anti-load buffer structure according to claim 1, characterized in that, The first auxiliary damper (32) and the second auxiliary damper (33) are in the shape of an inverted V, and the reinforcing link (34) and the first auxiliary damper (32) and the second auxiliary damper (33) form a support frame structure.

5. A car suspension arm with an anti-load buffer structure according to claim 2, characterized in that, The lower fork arm (13) is fixedly connected to the middle of its surface with a mounting lug (131), and the side of the vehicle body beam (2) is fixedly connected to a second mounting bracket (22) between a pair of first mounting brackets (21) located above.

6. A car suspension arm with an anti-load buffer structure according to claim 5, characterized in that, The damper (31) is arranged in an inverted tilt, with one end rotatably connected to the second mounting bracket (22) via a rotating shaft, and the other end rotatably connected to the mounting lug (131) via a rotating shaft.

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