CN218367289U - Control arm of vehicle suspension, suspension system and vehicle - Google Patents

Abstract

Vehicle suspension control arms, suspension systems and vehicles. An embodiment of the present application provides a control arm of a vehicle suspension. The control arm includes: a first connection part, used to connect the steering knuckle of the vehicle; a second connection part, used to connect the subframe of the vehicle, and two second connection parts The parts are arranged at intervals, and connecting arms are arranged between each second connecting part and the first connecting part; wherein, at least one connecting arm is connected with a counterweight. An embodiment of the present application further provides a suspension system, including the above-mentioned control arm of the vehicle suspension. An embodiment of the present application also provides a vehicle, including the above-mentioned suspension system. In the control arm of the vehicle suspension provided in the embodiment of the present application, by adding a counterweight to the connecting arm, the natural frequency and mode of the control arm are changed, avoiding the frequency range of resonance in noise transmission and vibration transmission, and avoiding The control arm and the wheel resonate, which significantly reduces the vibration and noise transmitted to the body through the control arm, thereby improving the NVH performance of the vehicle.

Description

Control arm of vehicle suspension, suspension system and vehicle

technical field

The present application relates to the technical field of vehicle manufacturing, in particular to a control arm of a vehicle suspension, a suspension system and a vehicle.

Background technique

The control arm is a necessary part to realize the suspension of the vehicle body. It is used to connect the steering knuckle and the subframe of the vehicle. Its function is to realize the elastic connection between the vehicle body and the wheels, so as to realize the transmission and guidance of the two. The suspension control transmits the force of the wheels to the body and ensures the direction of travel of the wheels. The structure of the control arm has a very important influence on the stability and reliability of the car.

In the existing control arm structure, the control arm is installed on the suspension of the vehicle body through an elastic bush, so as to transmit the force of the wheel to the vehicle body. During driving, the NVH (Noise, Vibration, Harshness) performance of the vehicle is seriously affected due to the resonance between the control arm and the wheel.

Utility model content

Embodiments of the present application provide a control arm of a vehicle suspension, a suspension system and a vehicle, aiming to avoid resonance between the control arm and the wheel.

The embodiment of the first aspect of the present application provides a control arm of a vehicle suspension, and the control arm includes: a first connecting part, used for connecting a steering knuckle of a vehicle; a second connecting part, used for connecting a subframe of a vehicle, The two second connecting parts are arranged at intervals, and connecting arms are arranged between each second connecting part and the first connecting part; wherein, at least one connecting arm is connected with a counterweight.

According to the embodiment of the first aspect of the present application, the mass of the counterweight is 590-610 g.

According to an embodiment of the first aspect of the present application, the vehicle further includes a shock absorber disposed between the two connecting arms.

According to an embodiment of the first aspect of the present application, the connecting arm has a weight-reducing groove extending from the first connecting portion to the second connecting portion, and the counterweight is installed in the weight-reducing groove.

According to the embodiment of the first aspect of the present application, the counterweight is arranged on the side of the connecting arm facing the steering knuckle.

According to an embodiment of the first aspect of the present application, the connecting arm has a bent portion, the counterweight is located between the bent portion and the first connecting portion, and the bent portions of the two connecting arms protrude in a direction away from each other.

According to the embodiment of the first aspect of the present application, the connecting arm is provided with a first through hole, and the counterweight is provided with a second through hole, and the connecting piece passes through the first through hole and the second through hole to connect the connecting arm and the counterweight. block connections.

According to the embodiment of the first aspect of the present application, the shape of the counterweight is a cylinder.

According to an embodiment of the first aspect of the present application, the distance between the counterweight and the first connecting portion is smaller than the distance between the counterweight and the second connecting portion.

According to the embodiment of the first aspect of the present application, the distance between the axis of the counterweight and the axis of the second connecting part is 168.6-174.6 mm; and/or, the distance between the axis of the counterweight and the axis of the first connecting part is 56 mm -62mm.

The embodiment of the second aspect of the present application also provides a suspension system, including the control arm of the vehicle suspension of any one of the above-mentioned first aspects.

The embodiment of the third aspect of the present application also provides a vehicle, including the suspension system of any one of the above-mentioned second aspects.

In the control arm of the vehicle suspension provided in the embodiment of the present application, by adding a counterweight to the connecting arm, the natural frequency and mode of the control arm are changed, avoiding the frequency range of resonance in noise transmission and vibration transmission, and avoiding The control arm and the wheel resonate, which significantly reduces the vibration and noise transmitted to the body through the control arm, thereby improving the NVH performance of the vehicle.

Description of drawings

Other features, objects and advantages of the present application will become more apparent by reading the following detailed description of non-limiting embodiments with reference to the accompanying drawings, wherein the same or similar reference numerals represent the same or similar features.

Fig. 1 is a structural schematic diagram of a control arm, a steering knuckle and a shock absorber of a vehicle suspension according to some embodiments of the present application;

Fig. 2 is a structural schematic diagram of a control arm of a vehicle suspension according to some embodiments of the present application;

Fig. 3 shows a schematic structural view of the counterweight in the control arm of the vehicle suspension in Fig. 2;

FIG. 4 shows an exemplary cross-sectional view of the control arm of the vehicle suspension in FIG. 2 along section A-A.

Explanation of reference signs:

10. First connecting part; 20. Second connecting part; 30. Connecting arm; 301. First through hole; 31. Counterweight; 311. Second through hole; 32. Weight-reducing groove; 33. Bending part ; 40, steering knuckle; 50, shock absorber; 60, connector.

Detailed ways

Features and exemplary embodiments of various aspects of the present application will be described in detail below. In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the application. It will be apparent, however, to one skilled in the art that the present application may be practiced without some of these specific details. The following description of the embodiments is only to provide a better understanding of the present application by showing examples of the present application. In the drawings and the following description, at least some well-known structures and techniques have not been shown in order to avoid unnecessarily obscuring the application; and, for clarity, the dimensions of some structures may have been exaggerated. Furthermore, the features, structures, or characteristics described hereinafter may be combined in any suitable manner in one or more embodiments.

In the description of this application, it should be noted that, unless otherwise specified, the meaning of "plurality" is more than two; the terms "upper", "lower", "left", "right", "inner", " The orientation or positional relationship indicated by "outside" and so on are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a reference to this application. Application Restrictions. In addition, the terms "first", "second", etc. are used for descriptive purposes only, and should not be construed as indicating or implying relative importance.

The orientation words appearing in the following description are the directions shown in the figure, and do not limit the specific structure of the embodiment of the present application. In the description of this application, it should also be noted that unless otherwise specified and limited, the terms "installation" and "connection" should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection, or Connected integrally; either directly or indirectly. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific situations.

With the rapid development of the automobile industry, automobiles have become one of the indispensable means of transportation for people to travel. The number of cars is increasing year by year. With the increasing popularity of cars, the manufacture and design of auto parts have brought rapid development.

The control arm in the car is a necessary part to realize the suspension of the body. It is used to connect the steering knuckle and the subframe of the vehicle. Its function is to realize the elastic connection between the body and the wheels, so as to realize the transmission and guidance of the two. The suspension control transmits the force of the wheels to the body and ensures the direction of travel of the wheels. The structure of the control arm has a very important influence on the stability and reliability of the car. In the existing control arm structure, the control arm is installed on the suspension of the vehicle body through an elastic bush, so as to transmit the force of the wheel to the vehicle body. During driving, the NVH performance of the vehicle is seriously affected due to the resonance between the control arm and the wheel.

Based on the above considerations, in order to avoid the resonance between the control arm and the wheel, the inventor designed the control arm of the vehicle suspension after in-depth research, including: the first connecting part, which is used to connect the steering knuckle of the vehicle; the second connecting part, which is used to connect In the subframe of the vehicle, two second connecting parts are arranged at intervals, and connecting arms are arranged between each second connecting part and the first connecting part; wherein, at least one connecting arm is connected with a counterweight.

The control arm of the vehicle suspension provided by this application changes the natural frequency and mode of the control arm by adding a counterweight to the connecting arm, avoids the resonance frequency range of noise transmission and vibration transmission, and avoids the vibration between the control arm and the wheel. Resonance is generated, which significantly reduces the vibration and noise transmitted to the body through the control arm, thereby improving the NVH performance of the vehicle.

In order to better understand the present application, the control arm of the vehicle suspension, the suspension system and the vehicle according to the embodiment of the present application will be described in detail below with reference to FIGS. 1 to 4 .

Fig. 1 is a schematic structural diagram of a control arm, a steering knuckle, and a shock absorber of a vehicle suspension according to some embodiments of the present application; Fig. 2 is a schematic diagram of a control arm of a vehicle suspension according to some embodiments of the present application Schematic diagram of the structure; Fig. 3 shows a schematic diagram of the structure of the counterweight in the control arm of the vehicle suspension in Fig. 2; Fig. 4 shows a cross-sectional view of the control arm of the vehicle suspension in Fig. 2 at the A-A section of an example .

As shown in FIG. 1 , the control arm of the vehicle suspension provided by the embodiment of the present application includes a first connecting part 10, a second connecting part 20 and a connecting arm 30. The first connecting part 10 is used to connect the steering knuckle 40 of the vehicle. A second connecting portion 20 is used to connect the subframe of the vehicle (not shown). The two second connecting parts 20 are arranged at intervals, and a connecting arm 30 is arranged between each second connecting part 20 and the first connecting part 10 , that is, the connecting arm 30 connects the first connecting part 10 and the second connecting part 20 . Wherein, at least one connecting arm 30 is connected with a counterweight 31 .

In the control arm of the vehicle suspension provided in the embodiment of the present application, by adding a counterweight 31 to the connecting arm 30, the natural frequency and mode of the control arm are changed, avoiding the frequency range of resonance in noise transmission and vibration transmission , avoiding the resonance between the control arm and the wheel (not shown), significantly reducing the vibration and noise transmitted to the vehicle body through the control arm, thereby improving the NVH performance of the vehicle.

In some optional embodiments, the mass of the counterweight 31 is 590-610g.

Optionally, the weight block 31 has a mass of 600g.

In some optional embodiments, the vehicle further includes a shock absorber 50 disposed between the two connecting arms 30 .

As shown in FIG. 2 , in some optional embodiments, the connecting arm 30 is a solid metal structure, and the connecting arm 30 has a weight-reducing groove 32 extending along the direction from the first connecting part 10 to the second connecting part 20 , The counterweight 31 is installed in the weight reducing groove 32 . The weight reducing groove 32 is recessed from the surface of the connecting arm 30 to the inside.

In some optional embodiments, the counterweight 31 is disposed on a side of the connecting arm 30 facing the steering knuckle 40 . That is, when the control arm is installed on the vehicle and the vehicle is on a horizontal plane, the counterweight 31 is located below the connecting arm 30 .

In some optional embodiments, the connecting arm 30 has a bent portion 33, the counterweight 31 is located between the bent portion 33 and the first connecting portion 10, and the bent portions 33 of the two connecting arms 30 are facing away from each other. The direction is convex.

In some optional embodiments, the distance between the counterweight 31 and the first connecting part 10 is smaller than the distance between the counterweight 31 and the second connecting part 20 .

In some optional embodiments, the distance between the axis of the counterweight 31 and the axis of the second connecting part 20 is 168.6-174.6mm (the M dimension in the figure), and the axis of the counterweight 31 and the first connecting part 10 The distance of the axis is 56-62mm (L dimension in the figure).

In the control arm of the vehicle suspension provided in the embodiment of the present application, by adding a counterweight 31 to the connecting arm 30, and setting the weight and position of the counterweight 31, the natural frequency and mode of the control arm are changed, Avoid the resonance frequency range of noise transmission and vibration transmission, especially avoid the resonance frequency range of 200-400Hz, avoid the resonance between the control arm and the wheel, and significantly reduce the vibration and noise transmitted to the body through the control arm. This improves the NVH performance of the vehicle.

Optionally, the distance between the axis of the counterweight 31 and the axis of the second connecting part 20 is 168.6-174.6 mm, or the distance between the axis of the counterweight 31 and the axis of the first connecting part 10 is 56-62 mm.

As shown in FIG. 3 , in some optional embodiments, the counterweight 31 is cylindrical in shape and made of metal.

In the control arm of the vehicle suspension provided in the embodiment of the present application, the metal density is high, and the metal preparation can significantly reduce the volume of the counterweight 31 , and the cylinder can prevent the counterweight 31 from colliding with other parts in the vehicle.

As shown in FIG. 4 , in some optional embodiments, the connecting arm 30 is provided with a first through hole 301 , the counterweight 31 is provided with a second through hole 311 , and the connecting member 60 passes through the first through hole 301 , The second through hole 311 connects the connecting arm 30 with the counterweight 31 .

In some optional embodiments, the connecting member 60 is a bolt.

In some optional embodiments, the counterweight 31 is connected to the connecting arm 30 by welding.

The embodiment of the second aspect of the present application further provides a suspension system, including the control arm of the vehicle suspension in any one of the above-mentioned embodiments of the first aspect. Since the suspension system of the embodiment of the present application includes the above-mentioned control arm of the vehicle suspension, the suspension system of the embodiment of the present application has the beneficial effects of the control arm of the vehicle suspension of the above-mentioned embodiment, which will not be repeated here.

The embodiment of the third aspect of the present application further provides a vehicle, including the suspension system of the above-mentioned embodiment of the second aspect. Since the vehicle in the embodiment of the present application includes the above-mentioned suspension system, the vehicle in the embodiment of the present application has the beneficial effects of the suspension system in the above-mentioned embodiment, which will not be repeated here.

In the control arm of the vehicle suspension provided in the embodiment of the present application, the suspension system and the vehicle, by adding a counterweight 31 to the connecting arm 30, the natural frequency and mode of the control arm are changed, and noise transmission and vibration are avoided. The resonant frequency range during transmission, especially avoiding the resonant frequency range of 200-400Hz, avoids the resonance between the control arm and the wheel, significantly reduces the vibration and noise transmitted to the body through the control arm, and thus improves the NVH performance of the vehicle.

While the application has been described with reference to a preferred embodiment, various modifications may be made and equivalents may be substituted for elements thereof without departing from the scope of the application. In particular, as long as there is no structural conflict, the technical features mentioned in the various embodiments can be combined in any manner. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims (12)

1. A control arm for a vehicle suspension, the control arm comprising:

a first connecting portion for connecting a knuckle of the vehicle;

the second connecting parts are used for connecting an auxiliary frame of the vehicle, the two second connecting parts are arranged at intervals, and a connecting arm is arranged between each second connecting part and the first connecting part;

wherein at least one connecting arm is connected with a balancing weight.

2. The control arm for a vehicle suspension according to claim 1, wherein said weight has a mass of 590-610g.

3. The control arm of a vehicle suspension according to claim 1, further comprising a shock absorber disposed between two of said connecting arms.

4. The control arm of a vehicle suspension according to claim 1, wherein said connecting arm has a weight-reducing groove extending in a direction from said first connecting portion to said second connecting portion, said weight block being mounted in said weight-reducing groove.

5. The control arm of a vehicle suspension according to claim 1, wherein said weight is disposed on a side of the connecting arm facing said knuckle.

6. The control arm for a vehicle suspension according to claim 1, wherein the connecting arm has a bent portion, the weight member is located between the bent portion and the first connecting portion, and the bent portions of the two connecting arms are protruded in a direction away from each other.

7. The control arm of a vehicle suspension according to claim 1, wherein said connecting arm has a first through hole, said weight block has a second through hole, and a connecting member passes through said first through hole and said second through hole to connect said connecting arm to said weight block.

8. The control arm of a vehicle suspension of claim 1, wherein said weight is cylindrical in shape.

9. The control arm of a vehicle suspension according to claim 1, wherein a distance between said weight and said first connecting portion is less than a distance between said weight and said second connecting portion.

10. The control arm of a vehicle suspension according to claim 9, wherein the distance between the axis of the weight and the axis of the second connecting portion is 168.6-174.6mm; and/or the distance between the axis of the balancing weight and the axis of the first connecting part is 56-62mm.

11. A suspension system comprising a control arm of a vehicle suspension according to any one of claims 1 to 10.

12. A vehicle comprising the suspension system of claim 11.

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