CN220947406U - Vehicle control arm structure and multi-link suspension assembly - Google Patents

Abstract

The utility model provides a vehicle control arm structure and many connecting rods formula suspension assembly, vehicle control arm structure includes the main part, the main part is connected with first connecting portion and second connecting portion respectively along length direction's both ends, first connecting portion are used for connecting main part and sub vehicle frame, second connecting portion are used for connecting main part and knuckle, the height of main part reduces gradually to its middle part by its both ends along length direction, the main part has first width in its middle part, the width of main part reduces gradually to the second width from its middle part to its both ends, again gradually increases to the third width, first width is greater than the third width, the third width is greater than the second width, many connecting rods formula suspension assembly includes sub vehicle frame, knuckle and at least one foretell vehicle control arm structure, stable in structure has good buckling strength and fatigue property, has promoted the ability of transmitting the load, has good practicality.

Description

Vehicle control arm structure and multi-link suspension assembly

Technical Field

The utility model relates to the technical field of vehicle parts, in particular to a vehicle control arm structure and a multi-link suspension assembly.

Background

The suspension is an important component of the vehicle, can transmit force and moment acting between the vehicle body and wheels, and is used for buffering impact and excitation of the vehicle body caused by uneven road surfaces during running of the vehicle, and has important effects on stability and comfort of the vehicle.

The connecting rod type suspension is characterized in that three or more force transmission connecting rods are arranged between an auxiliary frame and a knuckle of a vehicle, the connecting rods are also called control arms, control forces in multiple directions can be provided for the suspension through the control arms in different angles and directions, the capability of the control arms for transmitting loads directly influences the performance of the suspension, and if buckling, strength and fatigue performance of the control arms cannot meet the requirements, serious deformation, even fracture failure of the control arms in the running process of the vehicle can be caused, so that the running safety is influenced.

Disclosure of utility model

Therefore, the utility model aims to provide a vehicle control arm structure and a multi-link suspension assembly, wherein the control arm is simple in structure and convenient to process, the performance of the control arm is improved, and the structural stability of the suspension assembly is improved.

The utility model provides a vehicle control arm structure which comprises a main body, wherein two ends of the main body in the length direction are respectively connected with a first connecting part and a second connecting part, the first connecting part is used for connecting the main body and an auxiliary frame, the second connecting part is used for connecting the main body and a steering knuckle, the height of the main body gradually decreases from two ends of the main body in the length direction to the middle of the main body, the main body is provided with a first width at the middle of the main body, the width of the main body gradually decreases from the middle of the main body to two ends of the main body to a second width and then gradually increases to a third width, and the first width is larger than the third width, and the third width is larger than the second width.

In an embodiment, the main body includes a first side plate, a second side plate, a third side plate and a fourth side plate, the first side plate and the second side plate are arranged in a front-back opposite mode, the third side plate is used for connecting the first side plate and the upper end of the second side plate, the fourth side plate is used for connecting the first side plate and the lower end of the second side plate, and the first side plate, the second side plate, the third side plate and the fourth side plate surround to form a cavity with two open ends.

In an embodiment, the first side plate, the second side plate, the third side plate, and the fourth side plate are integrally formed.

In an embodiment, the main body is provided with mounting grooves along two ends of the length direction, the mounting grooves penetrate through the first side plate and the second side plate along the front-back direction, the mounting grooves are communicated with the cavity, the mounting grooves comprise supporting surfaces, and the supporting surfaces are matched with the outermost profiles of the first connecting portion and the second connecting portion.

In one embodiment, the mounting groove is configured as a semicircular arc groove.

In an embodiment, the first connecting portion and the second connecting portion are provided in a hollow cylindrical shape, and the first connecting portion and the second connecting portion are connected with the supporting surface through a welding manner.

In an embodiment, the first side plate and the second side plate are provided with reinforcing ribs, and the reinforcing ribs are used for increasing the strength of the main body.

In an embodiment, the reinforcing rib comprises a groove formed in the surface of the first side plate and the surface of the second side plate, which are far away from one side of the cavity, the groove protrudes towards the inside of the cavity (105) to form a boss, and the groove is matched with the boss.

In one embodiment, the first width is set to 174mm, the second width is set to 157mm, and the third width is set to 162mm.

The utility model also provides a multi-link suspension assembly which comprises an auxiliary frame, a knuckle and at least one vehicle control arm structure, wherein the auxiliary frame is connected with the main body through the first connecting part, and the knuckle is connected with the main body through the second connecting part.

The utility model has the beneficial effects that:

According to the vehicle control arm structure, the height of the main body is set to be higher than the middle position, so that the longitudinal beam of a vehicle can be avoided, larger load can be transmitted, the middle position of the main body is provided with the first width, the requirements of buckling, strength and fatigue performance can be met by arranging the larger width at the place with larger bending angle of the main body, the material investment can be reduced by arranging the width of the main body in a changing way, the light weight is realized, the production cost is reduced, the main body is provided with the third width at the two ends, the contact area between the main body and the first connecting part and the second connecting part can be increased, the connecting quality is improved, the structure is simple, the performance of the control arm is improved, and the stability is improved.

The multi-connecting rod type suspension assembly provided by the utility model has the advantages of stable structure, capability of transmitting larger load, convenience in connection and good practicability.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present utility model and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic view of the overall structure of a control arm according to an embodiment of the present utility model;

FIG. 2 is a schematic structural diagram of a main body according to an embodiment of the present utility model;

FIG. 3 is a front view of a body of an embodiment of the present utility model;

FIG. 4 is a schematic view of a main body at another angle according to an embodiment of the present utility model;

FIG. 5 is a cross-sectional view of a body of an embodiment of the present utility model;

FIG. 6 is a schematic illustration of a buckling test of a body according to an embodiment of the present utility model;

FIG. 7 is a schematic diagram of a multi-link suspension assembly according to an embodiment of the present utility model.

In the figure:

10-a body; 101-a first side plate; 102-a second side plate; 103-a third side panel; 104-a fourth side panel; 105-cavity; 106-a mounting groove; 107-a support surface; 108-welding seams; 11-a first connection; 12-a second connection; 13-reinforcing ribs; 131-grooves; 132-boss; 14-a first curve; 15-a second curve; 20-an auxiliary frame; 21-a first scaffold; 30-knuckle; 22-a second stent.

Detailed Description

Specific embodiments of the present utility model will be described in detail below with reference to the accompanying drawings. It will be apparent that the described embodiments are only some, but not all, embodiments of the utility model. All other embodiments, which can be made by those skilled in the art without making any inventive effort, are intended to be within the scope of the present utility model.

In the description of the present utility model, unless explicitly stated and limited otherwise, the terms "disposed," "mounted," "connected," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the terms described above will be understood to those of ordinary skill in the art in a specific context.

The terms "upper," "lower," "left," "right," "front," "rear," "top," "bottom," "inner," "outer," and the like are used as references to orientations or positional relationships based on the orientation or positional relationships shown in the drawings, or the orientation or positional relationships in which the inventive product is conventionally disposed in use, merely for convenience of description and simplicity of description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be configured and operated in a particular orientation, and therefore are not to be construed as limiting the utility model.

The terms "first," "second," "third," and the like, are merely used for distinguishing between similar elements and not necessarily for indicating or implying a relative importance or order.

The terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a list of elements does not include only those elements but may include other elements not expressly listed.

In order to facilitate understanding of the connection relationship and the positional relationship between the components of the present utility model, a front-rear direction along the vehicle X, a left-right direction along the vehicle Y, and an up-down direction along the vehicle Z are defined, wherein the front-rear, left-right, up-down directions are based on the driver's sitting on the driving seat, the front direction of the driver's front view is the front, the left-hand direction of the driver is the left, and the top-of-head direction of the driver is the up.

As shown in fig. 1, the vehicle control arm structure according to the present utility model includes a main body 10, wherein two ends of the main body 10 along the length direction are respectively connected with a first connecting portion 11 and a second connecting portion 12, and referring to fig. 7, the first connecting portion 11 is used for connecting the main body 10 and a sub-frame 20, the second connecting portion 12 is used for connecting the main body 10 and a knuckle 30, and the main body 10 can be mounted between the sub-frame 20 and the knuckle 30 through the arrangement of the first connecting portion 11 and the second connecting portion 12.

As shown in fig. 3, H in the drawing represents the height of the main body 10 in the vertical direction, the height H of the main body 10 gradually decreases from both ends in the longitudinal direction to the middle position, more specifically, the height H of the main body 10 gradually decreases from one end close to the first connecting portion 11 to one end far from the first connecting portion 11, and the height H of the main body 10 gradually increases from the middle position to one end close to the second connecting portion 12, so that the main body 10 is generally V-shaped in its entirety.

It will be appreciated that this mid-position does not strictly represent the mid-point of the body 10 in the length direction.

It will be appreciated that the height H is tapered merely to facilitate understanding of the overall curved shape of the body 10, and that the height variation may be linear or non-linear.

As shown in fig. 3, D1 to D3 in the drawing represent the width dimension of the main body 10, the main body 10 has a first width D1 at the middle portion thereof, the width of the main body 10 gradually decreases from the middle portion thereof to a second width D2 at both ends thereof, and gradually increases to a third width D3, wherein the first width D1 > the third width D3 > the second width D2, and the main body 10 has a maximum width value at the lowest portion thereof so as to enable the main body 10 to have sufficient buckling capacity, and the width of the main body 10 gradually decreases toward both ends thereof, so that the investment of materials is reduced, the production cost is reduced, and the main body 10 has a third width D3 at both ends thereof in the length direction thereof so as to ensure the connection stability of the main body 10 with the first connection portion 11 and the second connection portion 12.

In one example of this embodiment, the first width d1=174 mm and the second width d2=157 mm. Third width d3=162 mm.

Referring to fig. 1 and 2, the main body 10 includes a first side plate 101, a second side plate 102, a third side plate 103 and a fourth side plate 104, where the first side plate 101 and the second side plate 102 are disposed in front and back directions, the third side plate 103 is used to connect the upper ends of the first side plate 101 and the second side plate 102, the fourth side plate 104 is used to connect the lower ends of the first side plate 101 and the second side plate 102, and referring to fig. 3, the first side plate 101, the second side plate 102, the third side plate 103 and the fourth side plate 104 surround to form a cavity 105 with two open ends, so that the main body 10 can refer to good load transmission capability, the arrangement of the third side plate 103 and the fourth side plate 104 can increase the overall strength of the main body 10, promote the stability of the structure, and the arrangement of the cavity 105 can reduce the overall weight of the main body 10, which is beneficial to realizing lightweight design.

In one example of the present embodiment, the first side plate 101, the second side plate 102, the third side plate 103, and the fourth side plate 104 are integrally formed.

In an example, the main body 10 is formed by processing a hollow pipe through a thermoforming process, firstly heating the hollow pipe to treat austenitization, then filling gas with a certain pressure into the cavity of the hollow pipe, and completing bending forming and quenching of the hollow pipe through a die, thereby completing processing.

In an example, the main body 10 is made of CR1500HF hot formed steel, the hollow pipe is made of CR1500HF hot formed steel pipe, and after the quenching process, the tensile strength of the hollow pipe can reach 3-5 times that of the common steel material, so that the strength and buckling performance are greatly improved.

In an example, the thicknesses of the first side plate 101, the second side plate 102, the third side plate 103 and the fourth side plate 104 are 2.2mm, so that the strength can be ensured, and the cost is low and the weight is small.

Referring to fig. 1 and 2, the main body 10 is provided with mounting grooves 106 at two ends along the length direction, the mounting grooves 106 penetrate through the first side plate 101 and the second side plate 102 along the front-back direction, the mounting grooves 106 are communicated with the cavity 105, the mounting grooves 106 are matched with the first connecting portion 11 and the second connecting portion 12, the two ends of the first side plate 101 and the second side plate 102 along the length direction form supporting surfaces 107 through the arrangement of the mounting grooves 106, the supporting surfaces 107 are matched with the outermost contours of the first connecting portion 11 and the second connecting portion 12, and when the main body 10 is connected with the first connecting portion 11 and the second connecting portion 12, the supporting surfaces 107 can provide enough supporting force for the first connecting portion 11 and the second connecting portion 12 so as to ensure stable connection and reduce falling risks.

As shown in fig. 1, the first connecting portion 11 and the second connecting portion 12 are configured as hollow cylinders, and central axes of the first connecting portion 11 and the second connecting portion 12 are parallel, and, in combination with fig. 3, the mounting groove 106 is configured as an arc groove, so that a large supporting force and a large surrounding angle are provided in a case where the supporting surface 107 can be ensured to be attached to the first connecting portion 11 and the second connecting portion 12, and the first connecting portion 11 and the second connecting portion 12 are illustratively configured as steel bushings.

In one example of the present embodiment, the mounting groove 106 is a semicircular groove, so that the support and the surrounding angle of the support surface 107 to the first connection portion 11 and the second connection portion 12 can be increased, and the surrounding angle can reach 180 ° at maximum.

It will be appreciated that the mounting groove 106 is an arcuate groove opening towards an end facing away from the second connection portion 12 when the mounting groove 106 is used to mount the first connection portion 11, and an arcuate groove opening towards an end facing away from the first connection portion 11 when the mounting groove 106 is used to mount the second connection portion 12.

In an example of this embodiment, the first connection portion 11 and the second connection portion 12 are respectively connected with the main body 10 by welding, as shown in fig. 3, the welding seams 108 are distributed on the supporting surface 107, the connection between the main body 10 and the first connection portion 11 is achieved through two welding seams 108, the connection between the main body 10 and the second connection portion 12 is achieved through two welding seams 108, the welding process is simplified, the welding quality is improved, the connection can be completed only through four welding seams 108, and the risk of damage to the main body 10 caused by welding is reduced.

In one example of the present embodiment, the line connecting the center points of the first connection portion 11 and the second connection portion 12 is 23 ° to the X-direction of the vehicle.

In an example of the present embodiment, referring to fig. 1 and 4, the first side plate 101 and the second side plate 102 are provided with the reinforcing ribs 13, and the overall strength of the main body 10 can be increased by providing the reinforcing ribs 13.

As shown in fig. 4, the reinforcing rib 13 includes a groove 131 formed on the surfaces of the first side plate 101 and the second side plate 102, the groove 131 extends along the length direction of the main body 10, the groove 131 protrudes into the cavity 105 to form a boss 132, ribs along the outline of the groove 131 can be formed on the first side plate 101 and the second side plate 102 through the arrangement of the groove 131, the strength and buckling capacity of the first side plate 101 and the second side plate 102 can be increased, the volume of the cavity 105 can be reduced through the arrangement of the boss 132, the distance between the first side plate 101 and the second side plate 102 is reduced, and the strength of the main body 10 is improved.

Illustratively, the groove 131 is integrally formed with the boss 132 on the first side plate 101 and the second side plate 102.

Illustratively, the recess 131 is provided as a rectangular slot.

For example, fig. 5 is a sectional view taken at the middle of the main body 10, and as shown in fig. 5, the first side plate 101 and the second side plate 102 have a first spacing d1 at the groove 131, the first spacing d1=21.2 mm, one end of the groove 131 near the third side plate 103 has a second spacing d2 from the third side plate 103, the second spacing d2=18.7 mm, one end of the groove 131 near the fourth side plate 104 has a third spacing d3 from the fourth side plate 104, and the third spacing d3=13.1 mm.

The third side plate 103 has a dimension of 31mm in the front-rear direction, for example.

The fourth side plate 104 has a dimension of 31.5mm in the front-rear direction, for example.

Based on the above-mentioned size setting, the main body 10 is subjected to buckling test, and a graph shown in fig. 6 is obtained, wherein the first curve 14 represents a buckling load curve of the main body 10 without adopting the structure of the present utility model, the second curve 15 represents a buckling load curve of the main body 10 of the present utility model, as can be seen from fig. 6, the maximum load of the first curve 14 is 23.2KN, the maximum load of the second curve 15 is 32.2KN, and the buckling load of the main body 10 of the present utility model is improved by 9KN, so that the main body has good buckling performance.

In one example of the present embodiment, the main body 10 is a rear upper control arm in a suspension of a vehicle, and of course, the structure of the main body 10 may be applied to other control arms according to actual requirements.

As shown in fig. 7, the present utility model further provides a multi-link suspension assembly, which includes a subframe 20, a knuckle 30, and at least one vehicle control arm structure disposed between the subframe 20 and the knuckle 30, wherein a first bracket 21 is disposed on the subframe 20, the first bracket 21 is used for connecting with the first connecting portion 11, a second bracket 31 is disposed on the knuckle 30, and the second bracket 31 is used for connecting with the second connecting portion 12.

The first bracket 21 includes two clamping plates disposed opposite to each other in the axial direction of the first connecting portion 11, and the first connecting portion 11 is sandwiched between the two clamping plates.

The second bracket 31 includes two clamping plates disposed opposite to each other in the axial direction of the second connecting portion 12, and the second connecting portion 12 is sandwiched between the two clamping plates.

In summary, according to the vehicle control arm structure provided by the utility model, the height of the main body 10 is set to be higher than the middle position, so that the longitudinal beam of the vehicle can be avoided, and a larger load can be transmitted, the middle position of the main body 10 is provided with the first width D1, the requirements of buckling, strength and fatigue performance can be met by arranging the larger width at the position with a larger bending angle of the main body 10, the width change of the main body 10 can be set, the investment of materials can be reduced, the light weight is realized, the production cost is reduced, the main body 10 is provided with the third width D3 at the two ends, the contact area between the main body 10 and the first connecting part 11 and the second connecting part 12 can be increased, the connecting quality is improved, the structure is simple, the performance of the control arm is improved, and the stability is improved.

The multi-connecting rod type suspension assembly provided by the utility model has the advantages of stable structure, capability of transmitting larger load, convenience in connection and good practicability.

It should be noted that, in the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described as different from other embodiments, and identical and similar parts between the embodiments are all enough to be referred to each other.

The foregoing is merely illustrative of the present utility model, and the present utility model is not limited thereto, and any changes or substitutions easily contemplated by those skilled in the art within the scope of the present utility model should be included in the present utility model. Accordingly, the scope of the utility model should be assessed as that of the appended claims.

Claims (10)

1. A vehicle control arm structure, characterized in that: including main part (10), main part (10) are connected with first connecting portion (11) and second connecting portion (12) respectively along length direction's both ends, first connecting portion (11) are used for connecting main part (10) and sub vehicle frame (20), second connecting portion (12) are used for connecting main part (10) and knuckle (30), the height of main part (10) reduces gradually to middle part by its both ends along length direction, main part (10) have first width (D1) in middle part, the width of main part (10) reduces gradually to second width (D2) from middle part to its both ends, again gradually increases to third width (D3), first width (D1) is greater than third width (D3), third width (D3) is greater than second width (D2).

2. The vehicle control arm structure according to claim 1, characterized in that: the main body (10) comprises a first side plate (101), a second side plate (102), a third side plate (103) and a fourth side plate (104), wherein the first side plate (101) and the second side plate (102) are oppositely arranged front and back, the third side plate (103) is used for connecting the first side plate (101) and the upper end of the second side plate (102), the fourth side plate (104) is used for connecting the first side plate (101) and the lower end of the second side plate (102), and the first side plate (101), the second side plate (102), the third side plate (103) and the fourth side plate (104) are encircled to form a cavity (105) with two open ends.

3. The vehicle control arm structure according to claim 2, characterized in that: the first side plate (101), the second side plate (102), the third side plate (103) and the fourth side plate (104) are integrally formed.

4. The vehicle control arm structure according to claim 2, characterized in that: mounting grooves (106) are formed in the two ends of the main body (10) in the length direction, the mounting grooves (106) penetrate through the first side plate (101) and the second side plate (102) in the front-back direction, the mounting grooves (106) are communicated with the cavity (105), the mounting grooves (106) comprise supporting surfaces (107), and the supporting surfaces (107) are matched with the outermost side contours of the first connecting portions (11) and the second connecting portions (12).

5. The vehicle control arm structure according to claim 4, characterized in that: the mounting groove (106) is arranged as a semicircular arc groove.

6. The vehicle control arm structure according to claim 5, characterized in that: the first connecting part (11) and the second connecting part (12) are arranged in a hollow cylinder shape, and the first connecting part (11) and the second connecting part (12) are connected with the supporting surface (107) in a welding mode.

7. The vehicle control arm structure according to claim 2, characterized in that: the first side plate (101) and the second side plate (102) are provided with reinforcing ribs (13).

8. The vehicle control arm structure according to claim 7, characterized in that: the reinforcing rib (13) comprises a groove (131) formed in the surface of one side of the first side plate (101) and the surface of one side of the second side plate (102) away from the cavity (105), the groove (131) protrudes towards the inside of the cavity (105) to form a boss (132), and the groove (131) is matched with the boss (132).

9. The vehicle control arm structure according to claim 1, characterized in that: the first width (D1) is set to 174mm, the second width (D2) is set to 157mm, and the third width (D3) is set to 162mm.

10. A multi-link suspension assembly, characterized by: vehicle control arm structure according to any one of claims 1 to 9, comprising a subframe (20), a steering knuckle (30) and at least one of said vehicle control arm structures, said subframe (20) being connected to said main body (10) by means of said first connection portion (11), said steering knuckle (30) being connected to said main body (10) by means of said second connection portion (12).