CN218367289U - Control arm of vehicle suspension, suspension system and vehicle - Google Patents
Control arm of vehicle suspension, suspension system and vehicle Download PDFInfo
- Publication number
- CN218367289U CN218367289U CN202222085935.7U CN202222085935U CN218367289U CN 218367289 U CN218367289 U CN 218367289U CN 202222085935 U CN202222085935 U CN 202222085935U CN 218367289 U CN218367289 U CN 218367289U
- Authority
- CN
- China
- Prior art keywords
- vehicle
- control arm
- arm
- weight
- suspension
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 239000000725 suspension Substances 0.000 title claims abstract description 66
- 239000006096 absorbing agent Substances 0.000 claims description 4
- 230000035939 shock Effects 0.000 claims description 4
- 230000005540 biological transmission Effects 0.000 abstract description 14
- 238000005452 bending Methods 0.000 description 4
- 239000002184 metal Substances 0.000 description 4
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 239000013585 weight reducing agent Substances 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Images
Landscapes
- Vehicle Body Suspensions (AREA)
Abstract
Control arm, suspension system and vehicle of vehicle suspension. The embodiment of this application provides a control arm of vehicle suspension, the control arm includes: a first connecting portion for connecting a knuckle of a vehicle; the second connecting parts are used for connecting an auxiliary frame 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 balancing weight. The embodiment of the application also provides a suspension system, which comprises the control arm of the vehicle suspension. The embodiment of the application also provides a vehicle, which comprises the suspension system. In the control arm of vehicle suspension that this application embodiment provided, through increase the balancing weight on the linking arm, change the natural frequency and the mode of control arm, avoided resonant frequency section in noise transmission and the vibration transmission, avoid control arm and wheel to produce resonance, show to reduce vibration and noise that transmit to the automobile body through the control arm, and then improve the NVH performance of vehicle.
Description
Technical Field
The 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
The control arm is an essential part for realizing the suspension of the vehicle body, is used for connecting a vehicle steering knuckle and a sub-frame, and has the function of realizing the elastic connection between the vehicle body and the wheel so as to realize the transmission and the guidance of the vehicle body and the wheel. The suspension control transmits the stress of the wheel to the vehicle body and ensures the traveling direction of the wheel. The structure of the control arm has very important influence on the running stability and reliability of the automobile.
In the conventional control arm structure, the control arm is mounted on a suspension of a vehicle body through a bush having elasticity, thereby transmitting a force applied to a wheel to the vehicle body. During driving, the NVH (Noise, vibration and Harshness) performance of the vehicle is seriously influenced due to the resonance between the control arm and the wheels.
SUMMERY OF THE UTILITY MODEL
The embodiment of the application provides a control arm of a vehicle suspension, a suspension system and a vehicle, and aims to avoid resonance between the control arm and a wheel.
Embodiments of a first aspect of the present application provide a control arm for a vehicle suspension, the control arm comprising: a first connecting portion for connecting a knuckle of a 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.
According to an embodiment of the first aspect of the present application, the mass of the weight is 590-610g.
According to an embodiment of the first aspect of the present application, the vehicle further comprises a damper, the damper being arranged between the two connecting arms.
According to an embodiment of the first aspect of the present application, the connecting arm has a lightening groove extending in a direction from the first connecting portion to the second connecting portion, and the weight block is mounted in the lightening groove.
According to an embodiment of the first aspect of the present application, the weight block is disposed on a side of the connecting arm facing the knuckle.
According to the embodiment of the first aspect of the present application, the connecting arm has a bending portion, the weight block is located between the bending portion and the first connecting portion, and the bending portions of the two connecting arms protrude toward the direction away from each other.
According to the embodiment of the first aspect of the application, the connecting arm is provided with a first through hole, the balancing weight is provided with a second through hole, and the connecting piece penetrates through the first through hole and the second through hole to connect the connecting arm with the balancing weight.
According to an embodiment of the first aspect of the present application, the weight is cylindrical in shape.
According to an embodiment of the first aspect of the present application, a distance between the weight block and the first connecting portion is smaller than a distance between the weight block and the second connecting portion.
According to an embodiment of the first aspect of the present application, the distance between the axis of the weight block 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.
Embodiments of the second aspect of the present application also provide a suspension system comprising a control arm of a vehicle suspension of any of the first aspects described above.
Embodiments of the third aspect of the present application also provide a vehicle comprising a suspension system of any of the second aspects described above.
In the control arm of vehicle suspension that this application embodiment provided, through increase the balancing weight on the linking arm, change the natural frequency and the mode of control arm, avoided the resonant frequency section in noise transmission and the vibration transmission, avoid control arm and wheel to produce resonance, show to reduce vibration and noise that transmit to the automobile body through the control arm, and then improve the NVH performance of vehicle.
Drawings
Other features, objects, and advantages of the present application will become more apparent from the following detailed description of non-limiting embodiments, which proceeds with reference to the accompanying drawings, in which like or similar reference characters refer to the same or similar parts.
FIG. 1 is a schematic illustration of a control arm and knuckle and shock absorber arrangement of a vehicle suspension according to the present application in some embodiments;
FIG. 2 is a schematic illustration of a control arm of a vehicle suspension according to some embodiments of the present application;
FIG. 3 illustrates an exemplary schematic view of a counterweight in a control arm of the vehicle suspension of FIG. 2;
FIG. 4 illustratesbase:Sub>A cross-sectional view of an exemplary control arm of the vehicle suspension of FIG. 2 in section A-A.
Description of the reference numerals:
10. a first connection portion; 20. a second connecting portion; 30. a connecting arm; 301. a first through hole; 31. a balancing weight; 311. a second through hole; 32. a weight reduction groove; 33. a bending section; 40. a knuckle; 50. a shock absorber; 60. a connecting member.
Detailed Description
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 present 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 merely intended to provide a better understanding of the present application by illustrating examples thereof. In the drawings and the following description, at least some well-known structures and techniques have not been shown in detail in order to avoid unnecessarily obscuring the present application; also, the dimensions of some of the structures may be exaggerated for clarity. Furthermore, the described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.
In the description of the present application, it is to be noted that, unless otherwise specified, "a plurality" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," and the like, indicate an orientation or positional relationship that is merely for convenience in describing the application and to simplify the description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the application. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
The directional terms appearing in the following description are directions shown in the drawings and do not limit the specific structure of the embodiments of the present application. In the description of the present application, it should also be noted that, unless expressly stated or limited otherwise, the terms "mounted" and "connected" are to be construed broadly, e.g., as meaning fixedly connected, detachably connected, or integrally connected; can be directly connected or indirectly connected. The specific meaning of the above terms in the present application can be understood as appropriate by one of ordinary skill in the art.
With the rapid development of the automobile industry, automobiles have become one of indispensable vehicles for people to go out. The quantity of automobiles kept increases year by year, and with the increasing popularity of automobiles, the manufacturing and design of automobile parts bring about rapid development.
The control arm in the automobile is an essential part for realizing the suspension of the automobile body, is used for connecting a vehicle steering knuckle and a sub-frame, and has the function of realizing the elastic connection between the automobile body and a wheel so as to realize the transmission and the guidance of the automobile body and the wheel. The suspension control transmits the stress of the wheel to the vehicle body and ensures the traveling direction of the wheel. The structure of the control arm has very important influence on the running stability and reliability of the automobile. In the conventional control arm structure, a control arm is mounted on a suspension of a vehicle body through a bush having elasticity, thereby transmitting a force applied to a wheel to the vehicle body. During running, the NVH performance of the vehicle is seriously influenced due to the resonance between the control arm and the wheel.
Based on the above considerations, the inventors have conducted extensive studies to design a control arm of a vehicle suspension, including: a first connecting portion for connecting a knuckle of a 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.
The application provides a vehicle suspension's control arm through increasing the balancing weight on the linking arm, changes the natural frequency and the mode of control arm, has avoided the resonant frequency section in noise transmission and the vibration transmission, avoids control arm and wheel to produce resonance, is showing to reduce vibration and noise that transmit to the automobile body through the control arm, and then improves the NVH performance of vehicle.
For a better understanding of the present application, a control arm of a vehicle suspension, a suspension system, and a vehicle of an embodiment of the present application are described in detail below with reference to fig. 1 to 4.
FIG. 1 is a schematic illustration of a control arm and knuckle and shock absorber arrangement of a vehicle suspension embodying the present application; FIG. 2 is a schematic illustration of a control arm of a vehicle suspension according to some embodiments of the present application; FIG. 3 illustrates an exemplary schematic view of a counterweight in a control arm of the vehicle suspension of FIG. 2; FIG. 4 illustratesbase:Sub>A cross-sectional view of an exemplary control arm of the vehicle suspension of FIG. 2 taken at section A-A.
As shown in fig. 1, a control arm of a vehicle suspension provided in an embodiment of the present application includes a first connecting portion 10, a second connecting portion 20, and a connecting arm 30, where the first connecting portion 10 is used to connect a steering knuckle 40 of a vehicle, and the two second connecting portions 20 are used to connect a subframe (not shown) of the vehicle. The two second connecting portions 20 are disposed at an interval, and a connecting arm 30 is disposed between each second connecting portion 20 and the first connecting portion 10, that is, the connecting arm 30 connects the first connecting portion 10 and the second connecting portion 20. Wherein at least one connecting arm 30 is connected with a balancing weight 31.
In the control arm of vehicle suspension that this application embodiment provided, through increase balancing weight 31 on linking arm 30, change the natural frequency and the mode of control arm, avoided the resonant frequency section in noise transmission and the vibration transmission, avoid control arm and wheel (not drawn) to produce resonance, show to reduce vibration and noise that transmit to the automobile body through the control arm, and then improve the NVH performance of vehicle.
In some alternative embodiments, the mass of weight 31 is 590-610g.
Optionally, the mass of the weight 31 is 600g.
In some alternative embodiments, the vehicle further comprises a damper 50, the damper 50 being arranged between the two connecting arms 30.
As shown in fig. 2, in some alternative embodiments, the connecting arm 30 is a solid metal structure, the connecting arm 30 has a lightening groove 32 extending in a direction from the first connecting portion 10 to the second connecting portion 20, and a weight 31 is mounted in the lightening groove 32. The lightening slots 32 are inwardly recessed from the surface of the connecting arm 30.
In some alternative embodiments, the weight 31 is disposed on a side of the connecting arm 30 facing the knuckle 40. I.e. when the control arm is mounted on a vehicle and the vehicle is on a horizontal surface, the counterweight 31 is located below the connecting arm 30.
In some alternative embodiments, the connecting arms 30 have bent portions 33, the weight member 31 is located between the bent portions 33 and the first connecting portion 10, and the bent portions 33 of the two connecting arms 30 are protruded away from each other.
In some alternative embodiments, the distance between the weight 31 and the first connecting portion 10 is smaller than the distance between the weight 31 and the second connecting portion 20.
In some alternative embodiments, the distance between the axis of the weight 31 and the axis of the second connecting portion 20 is 168.6-174.6mm (M dimension in the figure), and the distance between the axis of the weight 31 and the axis of the first connecting portion 10 is 56-62mm (L dimension in the figure).
In the control arm of vehicle suspension that this application embodiment provided, through increase balancing weight 31 on linking arm 30, and to the setting of the weight and the position of balancing weight 31, change the natural frequency and the mode of control arm, resonance's frequency section in noise transmission and the vibration transmission has been avoided, especially the resonance frequency section in 200 ~ 400Hz scope has been avoided, it produces resonance with the wheel to avoid control arm, show the vibration and the noise that reduce to transmit to the automobile body through control arm, and then improve the NVH performance of vehicle.
Optionally, the distance between the axis of the weight 31 and the axis of the second connecting part 20 is 168.6-174.6mm, or the distance between the axis of the weight 31 and the axis of the first connecting part 10 is 56-62mm.
As shown in fig. 3, in some alternative embodiments, the weight 31 is a cylinder made of metal.
In the control arm of vehicle suspension that this application embodiment provided, metal density is big, and metal preparation can show the volume that reduces balancing weight 31, and other spare parts take place to collide with in balancing weight 31 and the vehicle for the cylinder can be avoided.
As shown in fig. 4, in some alternative embodiments, a first through hole 301 is provided on the connecting arm 30, a second through hole 311 is provided on the counterweight block 31, and the connecting member 60 passes through the first through hole 301 and the second through hole 311 to connect the connecting arm 30 and the counterweight block 31.
In some alternative embodiments, the connector 60 is a bolt.
In some alternative embodiments, the weight 31 is connected to the connecting arm 30 by welding.
Embodiments of the second aspect of the present application further provide a suspension system comprising a control arm of a vehicle suspension of any of the embodiments of the first aspect. Because the suspension system of the embodiment of the present application includes the 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 embodiment of the present application, and details are not repeated here.
Embodiments of the third aspect of the present application also provide a vehicle including a suspension system of an embodiment of the second aspect described above. Because the vehicle of the embodiment of the present application includes the suspension system, the vehicle of the embodiment of the present application has the beneficial effects of the suspension system of the embodiment described above, and details are not repeated herein.
In the control arm, suspension system and the vehicle of vehicle suspension that this application embodiment provided, through increase balancing weight 31 on linking arm 30, change the natural frequency and the mode of control arm, resonance's frequency section in noise transmission and the vibration transmission has been avoided, especially the resonance frequency section of having avoided 200 ~ 400Hz within range, avoid control arm and wheel to produce resonance, show to reduce vibration and noise that transmit to the automobile body through the control arm, and then improve the NVH performance of 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, the technical features mentioned in the embodiments can be combined in any way as long as there is no structural conflict. The present application is not intended to be limited to the particular embodiments disclosed herein but is to cover all embodiments that may fall within the scope of the appended 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.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222085935.7U CN218367289U (en) | 2022-08-10 | 2022-08-10 | Control arm of vehicle suspension, suspension system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222085935.7U CN218367289U (en) | 2022-08-10 | 2022-08-10 | Control arm of vehicle suspension, suspension system and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN218367289U true CN218367289U (en) | 2023-01-24 |
Family
ID=84964743
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202222085935.7U Active CN218367289U (en) | 2022-08-10 | 2022-08-10 | Control arm of vehicle suspension, suspension system and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN218367289U (en) |
-
2022
- 2022-08-10 CN CN202222085935.7U patent/CN218367289U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101284487B (en) | Torsion girder-like rear suspension | |
| CN111055926B (en) | Force transmission assembly of automobile rear shock absorber | |
| CN108382470A (en) | Suspension for vehicle and vehicle with same | |
| CN113232469B (en) | Front suspension system and vehicle | |
| CN219339123U (en) | Vehicle and fork arm mounting frame assembly thereof | |
| CN218367289U (en) | Control arm of vehicle suspension, suspension system and vehicle | |
| CN218536853U (en) | Automobile and longitudinal beam assembly | |
| CN215097819U (en) | Rear auxiliary frame | |
| CN112590937B (en) | Cross beam assembly | |
| CN214565639U (en) | Auxiliary frame mounting bracket, auxiliary frame and automobile | |
| CN214420218U (en) | Gearbox suspension for car | |
| CN211364187U (en) | Rear lower arm and automotive suspension | |
| CN209833762U (en) | Steering assembly of commercial vehicle | |
| CN210309805U (en) | Back lower control arm bottom plate | |
| CN112549894A (en) | Method and device for manufacturing automobile suspension thrust rod based on high polymer composite material | |
| CN219277167U (en) | Swing arm for electric car | |
| CN219339563U (en) | Car body side wall assembly and car | |
| CN215096858U (en) | Bush subassembly and suspension trailing arm | |
| CN220517974U (en) | Suspension assembly and automobile with same | |
| CN218489750U (en) | Auxiliary frame and truck with same | |
| CN109228811A (en) | A kind of automobile suspension swinging arm | |
| CN215705640U (en) | Suspension system and vehicle | |
| US12115831B2 (en) | Rear lower control arm for motor vehicle | |
| CN220053420U (en) | Front suspension assembly and vehicle with same | |
| CN216761371U (en) | Hollow control arm of new energy automobile aluminum alloy |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |