GB2528735A

GB2528735A - A control arm of a suspension

Info

Publication number: GB2528735A
Application number: GB1501083.8A
Authority: GB
Inventors: Friedrich Peter Wolf-Monheim
Original assignee: Ford Global Technologies LLC
Current assignee: Ford Global Technologies LLC
Priority date: 2015-01-22
Filing date: 2015-01-22
Publication date: 2016-02-03
Anticipated expiration: 2035-01-22
Also published as: DE102016200353A1; GB2528735B; GB201501083D0

Abstract

A control arm 102 of a vehicle suspension system is provided. The control arm 102 includes a base 104 having a first side 106, a second side 108, and a flange 124, 126 having a first end, where the flange 124, 126 is provided at one of the first side 106 and the second side 108 of the base 104. The first end of the flange 124, 126 has a first extended portion 128, where the first extended portion 128 is inclined at a first predetermined angle (Î± in Figure 1B) to the flange 124, 126, and the width of the first extended portion 128 varies linearly along its longitudinal axis.

Description

A CONTROL ARM OF A SUSPENSION

BACKGROUND

[0001] The present subject matter relates, in general, to a suspension assembly of a vehicle and, in particular, to a control arm of the suspension assembly.

[0002] Suspension systems for motor vehicles vary greatly in structure and function based on design and performance characteristics of the vehicle in which they are mounted. Typically, a suspension system includes one or more suspension arms, also referred to as control arms. The control arms interconnect wheel assemblies to a vehicle frame. The suspension system is employed to movably support and suspend the vehicle frame at a predetermined height and to provide sufficient stability to the vehicle, while traveling over different road terrains. The control arms are often subjected to dynamic loads while the vehicle travels over different road terrains. It is therefore important that the control arms are strong and stiff to function better when subjected to such dynamic loads.

[0003] Conventional control arms are formed from sheet metal to achieve light components. During the processing of the sheet metal, it is cut and bent into a variety of shapes to form the control arm.

[0004] One such conventional control arm of a suspension system is described in the US patent 5,662,348 (348 patent). For example, the 348 patent (in FIG. 7) illustrates an L-type control arm 70 which includes a first arm portion 72 and a second arm portion 74. As can be understood from the 348 patent, a sheet metal has a predetermined shape and configuration to form the first arm portion 72 and the second arm portion 74. Further, the 348 patent describes that an inner side end portion 72A and an outer side end portion 72B of the first arm portion are bent in directions to face each other. Similarly, an inner side end portion 74A and an outer side end portion 74B of the second arm portion 74 are also bent in directions to face each other.

[0005] The respective ends of the first arm portion 72 and the second arm portion 74 are connected to bush mounting sleeves 48. Furthermore, as described by the 348 patent, inner side end portions and outer side portions of the first arm portion 72 and the second arm portion 74 are bent in a manner to include two different cross-sections at either ends of the first arm portion 72 and the second arm portion 74, where cross-section at one end of an arm portion is different from that another end of the arm portion with respect to size and geometry. For example, an outermost side portion 74D of the second arm portion 74 has a rectangular cross-section at one end and a semicircular cross-section at other end. The bend at the inner side portions and the outer side portions of the first arm portion 72 and the second arm portion 74 includes a vertical portion substantially perpendicular to the base material 50 and a horizontal portion substantially parallel to the base material 50, where the horizontal portion is uniform in width. When the vehicle travels over the different road terrains, the wheel attached to the suspension system may be subjected to dynamic loading, such as tensile loading and transverse loading. While tensional loads tend to pull the wheel away from the vehicle, the transverse loads tend to push the wheel in a lateral direction towards the vehicle. In addition, the wheel may be subjected to movement in vertical direction due to the different terrains.

[0006] From such conventional systems, it has been observed that such tensional and transverse loading may subject the wheel of the vehicle to move in a vertical direction. As a result, the control arm may be subjected to compression and bending. During bending, the horizontal portion may be a primary member that is subjected to bending stress. Further, due to the uniform width of the horizontal portion, cross-sectional area remains constant.

Therefore, stress induced in the horizontal portion of the control arm may remain constant along the length of the horizontal portion. These stresses may be of large magnitude. As a result, the horizontal member may be subjected to deformation under the influence of such stresses periodically over a time interval. In addition, due to the uniform width, the stiffness of the horizontal portion remains constant throughout its length. Under such constant stiffness condition, the material of the horizontal portions may elastically deform to a certain stress level and, may plastically deform under stress of large magnitude.

As a result, such conventional control arms may not withstand developed stresses.

SUMMARY

[0007] According to a first aspect of the present disclosure there is provided a control arm for a suspension assembly of a vehicle, wherein the control arm is configured to connect a vehicle subframe to a wheel assembly of the vehicle, and wherein the control arm comprises: a base portion having a first edge and a second edge, the first and second edges extending at least partially in a direction from the sub-frame to the wheel assembly; a flange portion provided at one of the first edge and the second edge of the base portion; and a first elongate portion with a longitudinal axis extending at least partially in the direction from the subframe to the wheel assembly, wherein the first elongate portion and flange portion are connected along respective edges spaced apart from the base portion, wherein the first elongate portion is inclined at a first angle to the flange portion, and the first elongate portion has a width varying, e.g. substantially linearly, along the longitudinal axis of the first elongate portion.

[0008] The width of the first elongate portion may be greatest at the end of the first elongate portion closest to the vehicle subframe. The width of the first elongate portion may be zero or non-zero at the end of the first elongate portion closest to the wheel assembly. The width of the first elongate portion may be measured in a direction substantially perpendicular to the direction from the subframe to the wheel assembly, e.g. in a substantially longitudinal direction of the vehicle.

[0009] The edges of the first elongate portion may be substantially straight.

However, the edges of the first elongate portion may be curved. The edge of the first elongate portion in contact with the flange portion may extend substantially in the direction from the subframe to the wheel assembly.

[0010] The first elongate portion may be in contact with the base portion, e.g. along an edge of the first elongate portion that is not connected to the flange portion. The first elongate portion may be welded to the base portion, e.g. along the edge of the first elongate portion that is not connected to the flange portion.

[0011] The control arm may further comprise a second elongate portion with a longitudinal axis extending at least partially in the direction from the subframe to the wheel assembly. The second elongate portion and the first elongate portion may be connected along respective edges spaced apart from the flange portion. The second elongate portion may be inclined to the first elongate portion at a second angle.

[0012] The second elongate portion may be in contact with the base portion, e.g. along an edge of the second elongate portion that is not connected to the first elongate portion. The second elongate portion may be welded to the base portion, e.g. along the edge of the second elongate portion that is not connected to the first elongate portion.

[0013] A width of the second elongate portion may be substantially uniform along the longitudinal axis of the second elongate portion. A width of the second elongate portion may vary, e.g. substantially linearly, along the longitudinal axis of the second elongate portion.

[0014] The control arm may be a single shell control arm. The base portion, flange portion and/or first elongate portion may be substantially flat and may be formed from a sheet material, such as sheet metal. The base portion, flange portion and first elongate portion may be unitary, e.g. they may be formed from the same sheet material. Likewise, the second elongate portion may be substantially flat and may be formed from a sheet material, such as sheet metal. The second elongate portion may also be unitary with first elongate portion and the other portions. The control arm may be formed by folding the sheet material.

[0015] A first bush mounting and/or a second bush mounting may be mounted on the base portion for coupling the control arm to the vehicle subframe. The first elongate portion may extend from the first or second bush mounting. The width of the first elongate portion at the first or second bush mounting may substantially correspond (e.g. be equal) to a length of the respective first or second bush mounting. The length of the bush mountings may be measured in a direction substantially perpendicular to the direction from the subframe to the wheel assembly, e.g. in a substantially longitudinal direction of the vehicle.

[0016] A ball joint mounting may be mounted on the base portion for coupling the control arm to the wheel assembly. The first elongate portion may extend to the ball joint mounting. The width of the first elongate portion at the ball joint mounting may substantially correspond (e.g. be equal) to approximately half of the width of the ball joint mounting.

[0017] The second elongate portion may extend from the first or second bush mounting. The second elongate portion may extend to the ball joint mounting.

[0018] A suspension assembly for a vehicle may comprise the above-mentioned control arm. A vehicle may comprise the above-mentioned suspension assembly.

[0019] According to a further aspect of the present disclosure there is provided a control arm of a suspension assembly of a vehicle, the control arm comprising: a base having a first side and a second side; a flange having a first end, wherein the flange is provided at one of the first side and the second side of the base, with the first end of the flange further having a first extended portion, and wherein the first extended portion is: inclined at a first predetermined angle to the flange, and having a width varying linearly along its longitudinal axis.

[0020] The base may be adapted for coupling to a vehicle frame. The first extended portion may be in contact with the base. The first extended portion may be welded to the base.

[0021] The first extended portion may be connected to a second extended portion. The second extended portion may be inclined to the first extended portion at a second predetermined angle. The second extended portion may be inclined with respect to the base. The second extended portion may be in contact with the base. The second extended portion may be welded to the base.

[0022] The control arm may be a single shell control arm.

[0023] According to a further aspect of the present disclosure there is provided a suspension assembly of a vehicle, the suspension assembly comprising: a control arm, wherein the control arm is adapted to connect a vehicle frame to a wheel assembly of the vehicle, and wherein the control arm comprises, a base having a first side and a second side; a flange having a first end, wherein the flange is provided at one of the first side and the second side of the base, with the first end of the flange further having a first extended portion, and wherein the first extended portion is: inclined at a first predetermined angle to the flange, and having a width varying linearly along its longitudinal axis.

[0024] A first bush mounting and a second bush mounting may be mounted on the base for coupling the control arm to the vehicle frame.

[0025] The first extended portion may further extend to form a second extended portion. The second extended portion may be inclined to the first extended portion at a second predetermined angle. The second extended portion may be inclined with respect to the base. The width of the second extended portion may be one of linearly varying and uniform along a longitudinal axis of the second extended portion.

[0026] The subject matter described herein relates to a control arm of a suspension assembly of a vehicle. In one implementation, the control arm of the suspension assembly includes a base having a first side and a second side.

The control arm further includes a flange provided at one of the first side and the second side of the base, where a first end of the flange has a first extended portion. The first extended portion may be inclined at a first predetermined angle to the flange and width of the first extended portion may vary linearly along its longitudinal axis.

[0027] Due to the linearly varying width of the first extended portion, stiffness of the first extended portion also proportionally varies along the longitudinal axis of the first extended portion. In one implementation, the base may be adapted to couple to a vehicle frame. In this implementation, width of the first extended portion may be greater at the vehicle frame compared to that at a wheel assembly of the vehicle. That is, stiffness of the first extended portion decreases from the vehicle frame to the wheel assembly. In such a configuration, the first extended portion at the wheel assembly having less width may be more flexible compared to the width of the first extended portion at the vehicle frame.

[0028] Owing to the flexibility of the first extended portion at the wheel assembly, the control arm may easily bend, without resistance, while the wheel assembly moves in a vertical direction when the vehicle travels on an uneven road terrain. Additionally, due to less width of the first extended portion and flexibility at the wheel assembly, stress developed in first extended portion may be below a design stress of material of the first extended portion. That is, the control arm may withstand the stress developed due to periodic movement of the wheel assembly in the vertical direction when the travels on the uneven road terrain. Therefore, the control arm may function better to support the wheel assembly of the vehicle.

[0029] Different features, aspects, and advantages of the present subject matter will be better understood with reference to the following description and the appended claims. The summary is provided to introduce a selection of concepts in a simplified form and is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.

BRIEF DESCRIPTION OF DRAWINGS

[0030] The detailed description is described with reference to the following figures, wherein: [0031] FIG. 1A illustrates a control arm of a suspension assembly of a vehicle, in accordance with an embodiment of the present subject matter.

[0032] FIG. 1 B illustrates a cross-section A-A' of the control arm, in accordance with the embodiment of the present subject matter.

[0033] FIG. 1 C illustrates another cross-section of the control arm, in accordance with the embodiment of the present subject matter.

[0034] FIG. 2A illustrates a second extended portion of the control arm, in accordance with an embodiment of the present subject matter.

[0035] FIG. 2B illustrates a cross-section B-B' of the control arm, in accordance with an embodiment of the present subject matter.

[0036] FIG. 2C illustrates another cross-section of the control arm, in accordance with the embodiment of the present subject matter.

[0037] FIG. 3 illustrates another second extended portion, in accordance with an embodiment of the present subject matter.

DETAILED DESCRIPTION

[0038] As described earlier, the control arms are subjected to dynamic loads when the vehicle travels over different types of terrains. The dynamic loads lead to development of stress in the control arm. Over a period of time, the stress may increase and may cause deformation of the control arm. It is therefore understood that the control arm of the suspension needs to be rigid enough to withstand such stresses.

[0039] To this end, a control arm of a suspension assembly of the vehicle is described where the control arm may be adapted to connect a vehicle frame to a wheel assembly of the vehicle. The control arm may be formed from a sheet metal. In one implementation, the control arm includes a base having a first side and a second side, and a flange provided at one of the first side and the second side of the base. In order to form the flange, edges of the sheet metal may be bent either in an upward direction or in a downward direction.

When the edges of the sheet metal are bent in such manner, a portion of the sheet metal that is subjected to bending may be perpendicular to the plane of the sheet metal, where the perpendicular portion forms the flange.

[0040] Further, a portion of the flange may be further bent to form a first elongate portion, e.g. a first extended portion. That is, the first extended portion may extend from a first end of the flange. In one implementation, the width of the first extended portion varies linearly along a longitudinal axis of the first extended portion. In one example, the width may be large at a first edge of the first extended portion which is connected to bush mountings. The phrase bush mountings' may be understood as components mounted on the base of the control arm to rigidly couple the control arm to vehicle frame. Accordingly, a second edge of the first extended portion, which is mutually opposite to the first edge, may have a width less than that of the first edge. The second edge of the first extended portion may be understood as an edge connected to a ball joint of the control arm, where the ball joint is provided to connect it to steering knuckles. Due to the varying width of the first extended portion, the cross-section and the stiffness also varies accordingly. In the above example, the stiffness at the first edge of the first extended portion may be greater than the stiffness at the second edge of the first extended portion.

[0041] Owing to the first extended portion as described, the stiffness of the first edge of the control arm is further enhanced. Further, as it would be understood, flexibility of the first extended arm increases with decrease in stiffness. Consequently, the second edge of the first extended portion may be more flexible as compared to the first edge. Owing to the flexibility at the second edge, that is, towards the ball joint, the first extended portion of the control arm may move in the vertical direction along with the vertical movement of the wheel. In such condition, even during periodic influence of stress of large magnitude at regular intervals, the first extended portion of the control arm may withstand the stress and may function better to support the steering.

[0042] The above mentioned implementations are further described herein with reference to the accompanying figures. It should be noted that the description and figures relate to exemplary implementations, and should not be construed as a limitation to the present subject matter. It is also to be understood that various arrangements may be devised that, although not explicitly described or shown herein, embody the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and embodiments of the present subject matter, as well as specific examples, are intended to encompass equivalents thereof.

[0043] FIG. 1A illustrates a control arm 102 of a suspension assembly of a vehicle, in accordance with an implementation of the present subject matter.

In one implementation, the control arm 102 includes a base 104. In one example, the base 104 may be manufactured from sheet metal, where a triangular portion may be cut from the sheet metal to form the base 104. The base 104 may have a first side 106 and a second side 108. A first side 106 of the base 104 may be the side facing the fore end of the vehicle and the second side 108 may be the side facing the rear end of the vehicle. In the present implementation, the first side 106 may be substantially straight and the second side 108 may be arcuate. Further, the first side 106 may be bent about a first line of bend until the first side 106 extends vertically away from the surface of the base 104 in an upward direction 110 to form a flange along the length of the first side 106. Since the first side 106 is substantially straight, the first line of bend may be understood as a line that lies on the surface of the base 104 and parallel to a periphery of the first side 106. In one example, the first line of bend may be indicated on the surface of the base 104 to enable proper bending of the first side 106. Similarly, the second side 108 may be bent about a second line of bend until the second side 108 extends vertically away from the surface of the base 104 in the upward direction 110 to form a flange along the length of the second side 108. Since the second side 108 is arcuate, the second line of bend may be understood as a line that lies on the surface of the base 104 and concentric to a periphery of the second side 108. In one example, the flange may be inclined at an acute angle with the base 104.

[0044] Further, a third side 112 of the base 104 may be shaped in a partly-cylindrical manner. Each end of the third side 112 may include a first bush mounting 114 and a second bush mounting 116. As would be understood, the first bush mounting 114 and the second bush mounting 116 may be rigidly fixed on the base 104, where the first bush mounting 114 and the second bush mounting 116 are adapted to couple the control arm 102 to a vehicle frame.

Opposite to the third side 112, the base 104 may have a converging section 118. As illustrated in FIG. 1A, the first side 106 and the second side 108 may converge to form the converging section 118, where the converging section 118 may include a curvature 120. While bending the second side 108 along the second line of bend to form the flange, the sheet metal of the base 104 may form uneven surfaces due to the curvature 120. In order to obtain a uniform surface of the flange at the curvature 120, a radial cut may be made in the sheet metal. The radial cut may facilitate efficient bending of the sheet metal of the base 104. Further, the flanges may be joined by joining process to form a continuous flange surface connecting the first side 106 and the second side 108. In one example, the joining process may be, but not limited to, welding.

[0045] At the curvature 120, the base 104 may include a hole to accommodate a ball joint 122. The ball joint 122 may be adapted for coupling it to a steering knuckle (not shown). The steering knuckle is a component of a wheel assembly which functions as an intermediate component between a wheel hub and a suspension of the vehicle.

[0046] For the convenience of the description, the flange at the first side 106 of the base 104 is hereinafter referred to as a first flange 124 and the flange at the second side 108 of the base 104 is hereinafter referred to as a second flange 126. In one implementation, a longitudinal portion of the first flange 124 may be bent along a line of bend to form a first extended portion 128. That is, the first extended portion 128 may extend in a direction inclined to the surface of the first flange 124. In one example, the line of bend on the first flange 124 may be parallel to the base 104. In such a case, uniform width of the first flange 124 may be obtained. In another example, the line of bend on the first flange 124 may subtend an angle with the base 104. In such case, a linearly varying width of the first flange 124 may be obtained. Further, the first extended portion 128 may be inclined at a first predetermined angle to the first flange 124, which will be described later in the description. In this implementation, width of the first extended portion 128 may linearly vary between the first bush mounting 114 and the ball joint 122, where the width at the first bush mounting 114 is greater than the width at the ball joint 122. Further, the first extended portion 128 may have a first edge 130 and a second edge (not shown), where the first edge 130 may be welded to the first bush mounting 114 and the second edge may be welded to the ball joint 122.

[0047] The manner in which the present subject matter provides additional strength to the control arm is further provided in the following paragraphs. FIG. 1A illustrates three axes, where the three axes pass through the ball joint 122, namely a first axis 134, a second axis 136, and a third axis 138. The first axis 134 indicates a line of action of force F, where the force F is indicative of the sum of all forces acting at the ball joint 122 due to the acceleration of the vehicle in both forward and backward directions, and where the first axis 134 is parallel to a longitudinal axis of the vehicle. The second axis 136 indicates a line of action of force F1, where the force F1 is indicative of the sum of all forces acting on the ball joint 122 due to turning the vehicle towards a left direction and a right direction, and where the second axis 136 is substantially perpendicular to the longitudinal axis of the vehicle. The third axis 138 indicates a line of action of force F, where the force F is indicative of the sum of all forces acting on the ball joint 122 due to different types of terrain of the road, and where the third axis 138 is substantially parallel to an axis along the height of the vehicle. The FIG. 1A also illustrates a fourth axis 140 passing through the first bush mounting 114 and the second bush mounting 116, where the fourth axis 140 is parallel to the longitudinal axis of the vehicle.

[0048] Although the force F1 is described as the sum of all forces acting on the ball joint 122 due to turning of the vehicle, it may be understood that the force F1 may be acting along the second axis 136 due to action of the other two forces F and F. For example, while the vehicle is travelling on an uneven terrain road, the force F acts on the ball joint 122 as a result of the acceleration of the vehicle and the frictional force produced due to the uneven road, and the force F acts on the ball joint 122 as a result of upward movement of the wheel and a resistive downward force due to the weight of the wheel assembly. Due to such forces acting on the ball joint 122 and due to the uneven terrain of the road, the first extended portion 128 may be subjected to periodic bending load.

That is, the force causing upward movement of the wheel due to the uneven surface and the frictional force transmitted from the uneven road may cause the ball joint 122 to move in an upward direction along the third axis 138. In such a condition, since the first bush mounting 114 and the second bush mounting 116 are fixed to the vehicle frame, the first extended portion 128 may be subjected to bending.

[0049] In order to withstand stress developed due to bending, the first extended portion may need to have a higher stiffness. As can be seen from FIG. 1A, the area of the first extended portion 128 decreases from the first bush mounting 114 towards the ball joint 122. That is, the area of the first extended portion 128 is greater at the first bush mounting 114 compared to the area at the ball joint 122. As would be understood, the stiffness of a component may be high with large cross-sectional area or presence of more material and the stress developed may be low in components having large cross-sectional area.

Accordingly, stiffness and stress of the first extended portion 128 is greater at the first bush mounting 114 compared to the stiffness and stress at the ball joint 122. Further, when the stiffness is high, the first extended portion 128 may be less flexible. That is, stiffness of the member is inversely proportional to the flexibility of the member. Therefore, the first extended portion 128 is more flexible at the ball joint 122 compared to its flexibility at the first bush mounting 114. Due to such configuration, the first extended portion 128 may flexibly bend when the ball joint 122 moves in the upward direction, thereby minimizing any deformation of the material. On the other hand, due to the flexibility at the ball joint 122 and due to linearly minimizing stress towards the first bush mounting 114, the stress developed in the first extended member 128 at the vicinity of the ball joint 122 may not increase to a higher value to cause any deformation of the control arm 102. Such a configuration of the first extended portion 128 may help the control arm 102 to function efficiently in supporting the suspension of the vehicle.

[0050] Furthermore, as would be understood, the stiffness of the first extended portion 128 may be higher with higher modulus of elasticity. That is, a material of substantially high modulus of elasticity may be used in the sheet metal. Although the FIG. 1A illustrates the first extended portion 128 on the first flange 124, it will be appreciated that a similar extended portion may also be formed on the second flange 126.

[0051] FIG. 1A also illustrates a cutting plane 132 of the control arm 102.

The cutting plane 132 forms a cross-section A-A' of the control arm 102, which is illustrated in FIG. 1 B. FIG. 1 B illustrates the cross-section A-A' of the control arm 102. In one implementation, as described earlier, the first extended portion 128 may extend parallel to the plane in which the base 104 is present. In one example, the first extended portion 128 may be inclined at a first predetermined angle a to the first flange 124. In this example, the first predetermined angle a may be 90 degrees. It should be noted that the first extended portion 128 may also extend such that it is directed towards the base, as illustrated in FIG. 1 C. [0052] FIG. 1C illustrates another cross-section of the control arm 102, where the first extended portion 128 extends towards the base 104. In such a case, the first extended portion 128 would subtend an acute angle a' with respect to the base 104. The first extended portion 128 may, in another implementation, be in contact with the base 104. At the base 104, the first extended portion 128 may subsequently be welded with the base 104 to provide an enclosed space. The enclosed space may prevent dirt and rubble from settling beneath the first extended portion 128 which may otherwise obstruct the bending of the first extended portion during vertical movement of the wheel of the vehicle.

[0053] FIG. 2A illustrates a second elongate portion, e.g. second extended portion 202 of the control arm 102, in accordance with an embodiment of the present subject matter. In one implementation, the first extended portion 128 may be further bent to form the second extended portion 202 such that the second extended portion extends vertically with respect to the surface of the first extended portion, in a downward direction towards the base 104. In this implementation, the second extended portion 202 may have a uniform cross-section. That is, width of the second extended portion 202 may be constant from the first bush mounting 114 to the ball joint 122. In order to obtain such a configuration of the second extended portion 202, the design of the sheet metal of the base 102 may be predetermined and cut accordingly, so that when the base 104 is bent to form the first flange 124 (not shown in FIG. 2A) and the first extended portion 128, the first extended portion 128 may have sufficient length to further bend to form the second extended portion 202. With the addition of the second extended portion 202, the cross-sectional area increases at every point along the length of the first side 106 of the base 104. As described earlier, the stiffness may be higher with large cross-sectional area. Therefore, the presence of the second extended portion 202 adds to the stiffness of the control arm 102 to withstand the stress. In one example, the second extended portion 202 may be a member connected to the first extended portion 128. In this example, the second extended portion 202 may be welded to the first extended portion 128. Further, the second extended portion 202 may be of a different material having a higher modulus of elasticity to withstand stress developed during the bending of the first extended portion 128.

[0054] FIG. 2A also illustrates a cutting plane 204 through the control arm 102. The cutting plane forms a cross-section B-B of the control arm 102, which is illustrated in FIG. 2B. FIG. 2B illustrates the cross-section B-B' of the control arm 102. In one implementation, the second extended portion 202 may be inclined at a second predetermined angle 1 to the first extended portion 128. In one example, the second predetermined angle may be 90 degrees. In another example, the second predetermined angle may be an obtuse angle, such as angle Is', as illustrated in FIG. 2C. In another implementation, the second extended portion 202 may be in contact with the base 104. In yet another implementation, the second extended portion 202 may be welded to the base 104. Further, it will be appreciated that any combination of the first predetermined angle a and the second predetermined angle may be made and the second extended portion 202 may be subsequently welded to the base 104.

[0055] FIG. 3 illustrates another second extended portion 302, in accordance with an embodiment of the present subject matter. In one implementation, in addition to the linearly varying width of the first extended portion 128, the width of the second extended portion 302 may also be linearly varying. With such a configuration, the stiffness and the flexibility may be varied along the length of the control arm 102. In this implementation as well, the second extended portion 302 may be inclined at the second predetermined angle to the first extended portion 128, and the second extended portion 302 may either be in contact with the base 104 or may be welded to the base 104.

[0056] Although the disclosed subject matter has been described in language specific to structural features and/or methods, it is to be understood that the appended claims are not necessarily limited to the specific features or methods described. Rather, the specific features and methods are disclosed as implementations of the present subject matter.

Claims

CLAIMS1. A control arm for a suspension assembly of a vehicle, wherein the control arm is configured to connect a vehicle subframe to a wheel assembly of the vehicle, and wherein the control arm comprises: a base portion having a first edge and a second edge, the first and second edges extending at least partially in a direction from the subframe to the wheel assembly; a flange portion provided at one of the first edge and the second edge of the base portion; and a first elongate portion with a longitudinal axis extending at least partially in the direction from the subframe to the wheel assembly, wherein the first elongate portion and flange portion are connected along respective edges spaced apart from the base portion, wherein the first elongate portion is inclined at a first angle to the flange portion, and the first elongate portion has a width varying linearly along the longitudinal axis of the first elongate portion.
2. The control arm as claimed in claim 1, wherein the width of the first elongate portion is greatest at the end of the first elongate portion closest to the vehicle subfranie.
3. The control arm as claimed in claim 1 or 2, wherein the first elongate portion is in contact with the base portion.
4. The control arm as claimed in claim 3, wherein the first elongate portion is welded to the base portion.
5. The control arm as claimed in claim 1 or 2, wherein the control arm further comprises a second elongate portion with a longitudinal axis extending at least partially in the direction from the subframe to the wheel assembly, wherein the second elongate portion and the first elongate portion are connected along respective edges spaced apart from the flange portion, wherein the second elongate portion is inclined to the first elongate portion at a second angle.
6. The control arm as claimed in claim 5, wherein the second elongate portion is in contact with the base portion.
7. The control arm as claimed in claim 5 or 6, wherein the second elongate portion is welded to the base portion.
8. The control arm as claimed in any of claims 5 to 7, wherein a width of the second elongate portion is substantially uniform along the longitudinal axis of the second elongate portion.
9. The control arm as claimed in any of claims 5 to 7, wherein a width of the second elongate portion varies substantially linearly along the longitudinal axis of the second elongate portion.
10. The control arm as claimed in any of the preceding claims, wherein the control arm is a single shell control arm.
11. The control arm as claimed in any of the preceding claims, wherein the base portion, flange portion and first elongate portion are formed from a sheet material.
12. The control arm as claimed in claim 11 when dependent on claim 5, wherein the second elongate portion is formed from a sheet material.
13. The control arm as claimed in claim 11 or 12, wherein the control arm is formed by folding the sheet material.
14. The control arm as claimed in any of the preceding claims, wherein a first bush mounting and/or a second bush mounting are mounted on the base portion for coupling the control arm to the vehicle subframe.
15. The control arm as claimed in claim 14, wherein the first elongate portion extends from the first or second bush mounting.
16. The control arm as claimed in claim 15, wherein the width of the first elongate portion at the first or second bush mounting substantially corresponds to a length of the respective first or second bush mounting.
17. The control arm as claimed in any of the preceding claims, wherein a ball joint mounting is mounted on the base portion for coupling the control arm to the wheel assembly.
18. The control arm as claimed in claim 17, wherein the first elongate portion extends to the ball joint mounting.
19. The control arm as claimed in claim 18, wherein the width of the first elongate portion at the ball joint mounting substantially corresponds to approximately half of the width of the ball joint mounting.
20. A suspension assembly for a vehicle, the suspension assembly comprising the control arm of any of the preceding claims.
21. A vehicle comprising the suspension assembly of claim 20.
22. The control arm, suspension assembly or vehicle substantially as described herein with reference to and as shown in the accompanying drawings.Amendments to the claims have been made as followsCLAIMS1. A control arm for a suspension assembly of a vehicle, wherein the control arm is configured to connect a vehicle subframe to a wheel assembly of the vehicle, and wherein the control arm comprises: a base portion having a first edge and a second edge, the first and second edges extending at least partially in a direction from the subframe to the wheel assembly; a flange portion provided at one of the first edge and the second edge of the base portion; and a first elongate portion with a longitudinal axis extending at least partially in the direction from the subframe to the wheel assembly, wherein the first elongate portion and flange portion are connected along LU respective edges spaced apart from the base portion, wherein the first elongate portion is inclined at a first angle to the flange portion, and the first elongate portion has a width varying linearly 0 along the longitudinal axis of the first elongate portion, CO wherein the control arm further comprises a second elongate portion with a longitudinal axis extending at least partially in the direction from the subframe to the wheel assembly, wherein the second elongate portion and the first elongate portion are connected along respective edges spaced apart from the flange portion, wherein the second elongate portion is inclined to the first elongate portion at a second angle, and wherein a width of the second elongate portion varies substantially linearly along the longitudinal axis of the second elongate portion.2. The control arm as claimed in claim 1, wherein the width of the first elongate portion is greatest at the end of the first elongate portion closest to the vehicle subframe.3. The control arm as claimed in claim 1, wherein the second elongate portion is in contact with the base portion.4. The control arm as claimed in any of claims 1 to 3, wherein the second elongate portion is welded to the base portion.5. The control arm as claimed in any of the preceding claims, wherein the control arm is a single shell control arm.6. The control arm as claimed in any of the preceding claims, wherein the base portion, flange portion and first elongate portion are formed from a sheet material.IC) 7. The control arm as claimed in claim 6, wherein the second elongate portion is formed from a sheet material.8. The control arm as claimed in claim 6 or 7, wherein the control arm is r formed by folding the sheet material.9. The control arm as claimed in any of the preceding claims, wherein a first bush mounting and/or a second bush mounting are mounted on the base portion for coupling the control arm to the vehicle subframe.10. The control arm as claimed in claim 9, wherein the first elongate portion extends from the first or second bush mounting.11. The control arm as claimed in claim 10, wherein the width of the first elongate portion at the first or second bush mounting substantially corresponds to a length of the respective first or second bush mounting.12. The control arm as claimed in any of the preceding claims, wherein a ball joint mounting is mounted on the base portion for coupling the control arm to the wheel assembly.13. The control arm as claimed in claim 12, wherein the first elongate portion extends to the ball joint mounting.14. The control arm as claimed in claim 13, wherein the width of the first elongate portion at the ball joint mounting substantially corresponds to approximately half of the width of the ball joint mounting.15. A suspension assembly for a vehicle, the suspension assembly comprising the control arm of any of the preceding claims. IC)16. A vehicle comprising the suspension assembly of claim 15.0 17. The control arm, suspension assembly or vehicle substantially as CO described herein with reference to and as shown in the accompanying drawings.