CN114013233B - Vehicle rear suspension upper control arm and vehicle - Google Patents
Vehicle rear suspension upper control arm and vehicle Download PDFInfo
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- CN114013233B CN114013233B CN202111295475.4A CN202111295475A CN114013233B CN 114013233 B CN114013233 B CN 114013233B CN 202111295475 A CN202111295475 A CN 202111295475A CN 114013233 B CN114013233 B CN 114013233B
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- 239000000725 suspension Substances 0.000 title claims abstract description 75
- 238000009434 installation Methods 0.000 claims abstract description 13
- 230000005540 biological transmission Effects 0.000 claims description 28
- 239000006096 absorbing agent Substances 0.000 claims description 23
- 230000035939 shock Effects 0.000 claims description 23
- 238000003754 machining Methods 0.000 claims description 3
- 230000007704 transition Effects 0.000 claims description 2
- 238000005452 bending Methods 0.000 abstract description 16
- 238000003466 welding Methods 0.000 description 7
- 230000002452 interceptive effect Effects 0.000 description 3
- 239000007788 liquid Substances 0.000 description 3
- 229910000838 Al alloy Inorganic materials 0.000 description 2
- 238000013016 damping Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000006978 adaptation Effects 0.000 description 1
- 239000000956 alloy Substances 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005242 forging Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000000465 moulding Methods 0.000 description 1
- 230000010355 oscillation Effects 0.000 description 1
- 238000003825 pressing Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000002787 reinforcement Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
- B60G7/006—Attaching arms to sprung or unsprung part of vehicle, characterised by comprising attachment means controlled by an external actuator, e.g. a fluid or electrical motor
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The application provides a control arm on a rear suspension of a vehicle and the vehicle. The upper control arm of the rear suspension of the vehicle comprises a control arm body (1) and two bushings (2); the control arm body (1) comprises a main body extension part (11) and two bushing installation parts (12), wherein the two bushing installation parts (12) are respectively connected to two ends of the main body extension part (11); at least a part of the main body extension (11) has a T-shaped cross-sectional shape in the extension direction; the two bushings (2) are respectively mounted on the control arm body (1) through bushing mounting parts (12), and the two bushings (2) are respectively suitable for being connected with the vehicle steering knuckle and the vehicle auxiliary frame. The control arm on the rear suspension of the vehicle has stronger bending rigidity and smaller occupied space.
Description
Technical Field
The application relates to the technical field of vehicles, in particular to a control arm on a rear suspension of a vehicle and the vehicle.
Background
The vehicle suspension system is a vehicle support system composed of components such as springs, dampers, and control arms between a vehicle body and tires. The control arm is used for elastically connecting the wheel and the vehicle body together, and is used as a guiding and force transferring element in a vehicle suspension system, and can transfer various forces acting on the wheel to the vehicle body, and meanwhile, the wheel is ensured to move along a certain track.
In the related art, the control arm on the rear suspension of the vehicle is generally obtained by welding press-formed plate members to each other. The control arm body occupies larger space, has higher molding difficulty, has weak bending resistance when the boundary is compact and complex, and is not suitable for a multi-link suspension system with smaller arrangement space and compact and complex boundary.
Therefore, the occupied space of the control arm on the rear suspension is reduced, the structural bending resistance of the control arm is improved, and the control arm has important significance for the control arm on the rear suspension and a multi-link suspension system.
Disclosure of Invention
In view of the above, the application provides a novel vehicle rear suspension upper control arm and a vehicle, and the control arm structure has strong bending resistance and small occupied space.
Specifically, the method comprises the following technical scheme:
In a first aspect, an embodiment of the present application provides a vehicle rear suspension upper control arm. The upper control arm of the rear suspension of the vehicle comprises a control arm body and two bushings;
The control arm body comprises a main body extension part and two bushing installation parts, and the two bushing installation parts are respectively connected to two ends of the main body extension part;
At least a portion of the main body extension has a T-shape in cross-section in the extension direction thereof;
the two bushings are respectively installed on the control arm body through the bushing installation parts, and the two bushings are respectively suitable for being connected with the vehicle steering knuckle and the vehicle auxiliary frame.
Optionally, the main part extension includes the shock absorber dodges the portion, the shock absorber dodges the portion and is close to the outside of control arm body, and its one side that is close to the vehicle shock absorber presents the arc that deviates from the vehicle shock absorber, the outside of control arm body refers the one side that keeps away from the vehicle axis when the control arm body is installed in whole car.
Optionally, the cross-sectional shape of the damper avoiding portion in the extending direction of the main body extending portion is Γ -shaped.
Optionally, the main body extension portion includes a longitudinal beam abdication portion, the control arm body is a U-shaped structure as a whole and the longitudinal beam abdication portion constitutes the bottom of the U-shaped structure, and the longitudinal beam abdication portion is configured to avoid a longitudinal beam of the vehicle.
Optionally, the bushing mounting portion includes a bushing mounting bore in which the bushing is press fit.
Optionally, the control arm on the rear suspension of the vehicle is integrally formed, and the bushing mounting hole is prepared in a machining mode.
Optionally, the main body extension portion includes a transmission shaft avoiding portion, the transmission shaft avoiding portion is located at a lower side of the control arm body and configured to avoid a transmission shaft of the vehicle, and the lower side of the control arm body is a side, close to the ground, of the control arm body when the control arm body is installed in the whole vehicle.
Optionally, one side of the transmission shaft avoiding part, which is close to the vehicle transmission shaft, presents an arc shape deviating from the vehicle transmission shaft.
Optionally, the main body extension portion further includes a spring avoiding portion, the spring avoiding portion is located at a rear side of the control arm body, and one side, close to the rear spring of the vehicle, presents an arc shape deviating from the rear spring of the vehicle, and the rear side of the control arm body refers to one side, close to the tail portion, of the control arm body.
In a second aspect, an embodiment of the present application provides a vehicle in which the vehicle rear suspension upper control arm according to any one of the above is mounted.
The embodiment of the application provides a vehicle rear suspension upper control arm and a vehicle. Two bushings are respectively installed on the control arm body through bushing installation parts at two ends of the control arm body, and the two bushings can be respectively connected with the vehicle steering knuckle and the vehicle auxiliary frame so as to stably install the control arm and other parts of the vehicle. Wherein, the cross section shape of at least a part of main part extension in its extending direction is T shape, and this part can effectively improve the bending rigidity of control arm, reduces the required space that occupies of control arm simultaneously. Therefore, the upper control arm of the vehicle rear suspension provided by the embodiment of the application has the advantages of small occupied space and high bending stiffness, and can effectively improve the space utilization rate of the vehicle and the safety of the vehicle.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is an isometric view of a control arm on a rear suspension of a vehicle according to an embodiment of the present application.
Fig. 2 is an exploded view of a control arm on a rear suspension of a vehicle according to an embodiment of the present application.
Fig. 3 is a schematic view of a control arm on a rear suspension of a vehicle according to an embodiment of the present application.
Fig. 4 is a bottom view of the control arm of the rear suspension of the vehicle of fig. 3.
Fig. 5 is a schematic diagram of a control arm on a rear suspension of a vehicle according to an embodiment of the present application at another view angle.
Fig. 6 is a schematic diagram of a control arm on a rear suspension of a vehicle according to an embodiment of the present application at still another view angle.
Fig. 7 is a front view of a control arm on a rear suspension of the vehicle shown in fig. 6.
Fig. 8 is a cross-sectional view along BB of the control arm on the rear suspension of the vehicle shown in fig. 6.
Fig. 9 is a cross-sectional view along AA of the control arm on the rear suspension of the vehicle shown in fig. 6.
Fig. 10 is a cross-sectional view of the control arm on the rear suspension of the vehicle shown in fig. 6, taken along CC.
Fig. 11 is a rear view of a control arm on a rear suspension of the vehicle shown in fig. 6.
Fig. 12 is a cross-sectional view of the control arm on the rear suspension of the vehicle shown in fig. 11, taken along DD.
Fig. 13 is a cross-sectional view of the control arm on the rear suspension of the vehicle shown in fig. 11, taken along EE.
Fig. 14 is a schematic view of a control arm on a rear suspension of a vehicle according to an embodiment of the present application in still another view.
Fig. 15 is a schematic view of a control arm on a rear suspension of a vehicle according to an embodiment of the present application at still another view angle.
Reference numerals in the drawings are respectively expressed as:
1-a control arm body; 2-a bushing;
11-a body extension; 12-a bushing mounting portion;
113-a damper avoiding portion; 114-stringer relief; 115-a drive shaft relief; 116-a spring relief; 121-bushing mounting holes; 1150-drive shaft relief face.
Specific embodiments of the present application have been shown by way of the above drawings and will be described in more detail below. The drawings and the written description are not intended to limit the scope of the inventive concepts in any way, but rather to illustrate the inventive concepts to those skilled in the art by reference to the specific embodiments.
Detailed Description
The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
The terms of orientation, such as "upper", "lower", "side", etc., used in the embodiments of the present application are generally based on the orientation shown in the vehicle, and are used merely to more clearly describe structures and relationships between structures, and are not intended to describe absolute orientations. The orientation may change when the vehicle is placed in different poses, for example "up", "down" may be interchanged.
Specifically, in the embodiment of the application, for convenience of description, the front side is used as a side of a member close to the head of a vehicle, and the rear side is used as a side of a member close to the tail of the vehicle based on the whole vehicle; the outer side refers to the side far away from the central axis of the vehicle when the component is installed in the whole vehicle, and the inner side refers to the side close to the central axis of the vehicle when the component is installed in the whole vehicle, wherein the central axis of the vehicle can be a line defined by the midpoint of the connecting line of the two front wheels and the midpoint of the connecting line of the two rear wheels; the "upper" side refers to the side of the component that is away from the ground when installed in the finished vehicle, and the "lower" side refers to the side of the component that is closer to the ground when installed in the finished vehicle.
Unless defined otherwise, all technical terms used in the embodiments of the present application have the same meaning as commonly understood by one of ordinary skill in the art. In order to facilitate understanding of the use scenario of the control arm on the rear suspension of the vehicle provided by the embodiment of the present application, some technical terms related to the embodiment of the present application are described below.
Vehicle suspension system: assembly of a vehicle frame with all force-transmitting connection means in front of an axle (or wheels). The vehicle has the function of transmitting the vertical counterforce (supporting force), the longitudinal counterforce (traction force and braking force) and the lateral counterforce which are exerted on the wheels by the road surface and the moment caused by the counterforces to the vehicle frame so as to ensure the normal running of the vehicle.
The vehicle suspension system includes at least: elastic elements, shock absorbers and guiding force transfer elements. The vehicle suspension system may include a front suspension and a rear suspension according to a position in the whole vehicle.
Elastic element: and a means for relieving up-and-down vibration of the vehicle caused by the unevenness of the ground. For example, a spring. The spring can deform after receiving the ground impact, and then the vehicle body can be prevented from vibrating greatly. However, the springs rebound after being deformed, and the vehicle body is easy to vibrate continuously. Therefore, the elastic element is generally mounted in parallel with the shock absorber to suppress the back and forth oscillation of the spring by means of the damping action of the shock absorber.
Vibration damper: and the component is used for reducing the vibration of the frame and the vehicle body. For example, a hydraulic damper. The general principle of a hydraulic damper will be described with reference to a hydraulic damper as an example: when the frame and the axle reciprocate relatively and the piston in the shock absorber reciprocates in the cylinder, oil in the shock absorber shell repeatedly flows from one inner cavity into the other inner cavity through a plurality of narrow holes. At this time, the friction between the hole wall and the oil liquid and the friction in the liquid molecules form damping force on vibration, so that the vibration energy of the vehicle body and the vehicle frame is converted into heat energy to be absorbed by the oil liquid and the damper shell and then dispersed into the atmosphere, and the vibration is reduced.
Guiding the force transfer element: and a member for transmitting various forces acting on the wheel to the vehicle body while ensuring that the wheel moves in a certain trajectory. Specifically, an upper control arm and a lower control arm may be included.
The embodiment of the application relates to a rear suspension upper control arm, namely a control arm which is arranged on the upper side of a rear suspension of a vehicle.
In order to make the technical scheme and advantages of the present application more apparent, embodiments of the present application will be described in further detail with reference to the accompanying drawings.
In a first aspect, referring to fig. 1, fig. 1 illustrates a control arm on a rear suspension of a vehicle according to an embodiment of the present application. The vehicle rear suspension upper control arm includes a control arm body 1 and a bushing 2.
The control arm body 1 includes a main body extension 11 and two bushing mounts 12 respectively connected to both ends of the main body extension 11.
At least a part of the main body extension 11 has a T-shape in cross-section in the extension direction thereof.
Two bushings 2 are mounted on the control arm body 1 by bushing mounting portions 12, respectively, and the two bushings 2 are adapted to be connected with a vehicle knuckle and a vehicle subframe, respectively.
Specifically, in fig. 1, two bushings 2 are in a mounted state, that is, the two bushings 2 are mounted at both ends of the control arm body 1 by bushing mounting portions 12, respectively. With continued reference to fig. 2, fig. 2 shows an exploded view of a control arm on a rear suspension of a vehicle according to an embodiment of the present application, in which fig. 2 the bushing 2 is in an uninstalled state. As can be understood from fig. 1 and 2, in the actual use of the control arm on the rear suspension, the two bushings 2 may be respectively mounted on the control arm body 1 by means of the bushing mounting portions 12, and then the two bushings 2 are respectively connected with other components of the vehicle (specifically, may be a steering knuckle and a subframe of the vehicle), so that the control arm body may be connected with the other components of the vehicle, and further the control arm on the rear suspension may play a role in guiding and transmitting forces.
In summary, the embodiment of the application provides a control arm on a rear suspension of a vehicle. The upper control arm of the rear suspension of the vehicle comprises a control arm body and two bushings, wherein the control arm body comprises a main body extending part and two bushing mounting parts which are respectively connected with two ends of the main body extending part. The two bushings can be respectively arranged on the control arm body through the bushing installation parts and are respectively connected with the vehicle steering knuckle and the vehicle auxiliary frame, so that the control arm body is respectively and stably connected with the vehicle steering knuckle and the vehicle auxiliary frame, and the guiding force transmission effect is realized. The main body extension part of the control arm body comprises a T-shaped cross section of at least one part in the extension direction, and the bending rigidity of the control arm body can be effectively improved, the occupied volume of the control arm is reduced, and then the safety of a vehicle and the utilization efficiency of the space of the vehicle can be effectively improved.
Alternatively, the portion having a T-shape in cross-section may be a portion of the main body extension 11 that is required to withstand a large bending moment. In a specific implementation, the bending resistance (such as bending strength) required to be achieved by each part of the control arm in the transverse direction on the rear suspension of the vehicle can be analyzed and calculated by means of Computer aided engineering (Computer AIDED ENGINEERING, abbreviated as CAE) according to the axle load of the whole vehicle, and the part (such as the part of the bending strength required to achieve a preset threshold value) of the control arm body, which is required to bear a larger bending moment, is determined through topology operation. By providing these portions with a T-shaped cross-sectional shape in the extending direction (wherein the wider side of the cross-sectional shape is the upper side of the control arm body), structural reinforcement of these portions can be achieved. The reinforced control arm body has higher transverse bearing capacity.
Alternatively, referring to fig. 2, the main extension 11 of the control arm body 1 includes a damper dodging portion 113. The damper avoiding portion 113 is close to the outer side of the control arm body 1, and one side thereof close to the vehicle damper exhibits an arc shape facing away from the vehicle damper. The outer side of the control arm body 1 refers to one side far away from the central axis of the vehicle when the control arm body 1 is installed in the whole vehicle.
Specifically, fig. 3-6 respectively show schematic structural views of the control arm on the rear suspension of the vehicle at different viewing angles. As can be seen in connection with fig. 3-6, the main extension 11 of the control arm body 1 includes a damper relief 113. The position of the damper avoiding portion 113 corresponds to the position of the control arm body 1 closest to the vehicle damper when the control arm on the rear suspension of the vehicle is mounted on the whole vehicle. The damper avoiding portion 113 is located on the outer side of the control arm body 1, where the outer side refers to the side of the member away from the center axis of the vehicle. And, the side of the damper avoiding portion 113 close to the vehicle damper assumes an arc shape facing away from the vehicle damper. By means of the arc-shaped arrangement, the control arm can be free of the shock absorber at a position close to the shock absorber, the main extension part of the control arm body is prevented from being in contact with the vehicle shock absorber at a part close to the vehicle shock absorber, the control arm and the vehicle shock absorber are prevented from interfering with each other, the dynamic movement space requirements of the shock absorber and the control arm on a rear suspension are met, and the safety of the whole vehicle is guaranteed.
Alternatively, the cross-sectional shape of the damper dodging portion 113 in the extending direction of the main body extending portion 11 is Γ -shaped.
Specifically, referring to fig. 7 and 8, fig. 7 shows a front view of the control arm on the rear suspension of the vehicle in fig. 6, and fig. 8 shows a cross-sectional view taken along the line BB in fig. 7. It can be seen that the cross-sectional shape of the damper dodge portion 113 in the extending direction of the main body extension portion 11 is Γ -shaped with the wider portion of the Γ -shape being on the upper side of the main body extension portion 11 and the protruding portion of the Γ -shape being on the side of the main body extension portion remote from the vehicle damper. In other words, the upper part of the portion of the main body extension 11 closest to the vehicle damper has a convex structure facing away from the vehicle damper only on the side facing away from the vehicle damper, and exhibits an arc shape facing away from the vehicle damper on the side facing away from the vehicle damper. By means of the arrangement, the main body extension part 11 can be prevented from being interfered with the vehicle shock absorber, and the structure of the control arm body can be reinforced by the protruding structure at one side far away from the vehicle shock absorber, so that the bending rigidity of the control arm body is high.
Alternatively, referring to fig. 1-2 and 6-7, etc., the main body extension 11 includes a beam relief portion 114, the control arm body 1 is integrally formed in a U-shaped structure, and the beam relief portion 114 forms a bottom of the U-shaped structure, and the beam relief portion 114 is configured to avoid a beam of the vehicle. Furthermore, in connection with fig. 1-2, etc., the stringer relief 114 may be on the side of the control arm body 1 that is closer to the center axis of the vehicle. It should be noted that the description of the orientation herein is still based on the state of the control arm on the rear suspension of the vehicle when it is installed in the vehicle, and that in other states there may be variations in the description of the orientation.
Through setting up control arm body 1 whole to U-shaped structure to and longeron portion of stepping down 114 constitutes the bottom of this U-shaped structure, can guarantee that control arm body 1 when actually installing in the vehicle, does not lead to the fact the interference to the vehicle longeron, and each part can be installed with comparatively compact mode for automobile body space utilization is higher.
Alternatively, referring to fig. 2, the bushing mounting portion 12 includes a bushing mounting hole 121, and the bushing 2 is press-fitted in the bushing mounting hole 121.
Alternatively, the control arm is integrally formed with the rear suspension of the vehicle, and the bushing mounting holes 121 are machined. Referring to fig. 10, a schematic view of a cross-section taken along the line CC in fig. 7 is shown in fig. 10, and it can be seen that the roundness of the bushing mounting hole 121 is high, and the bushing 2 can be press-fitted into the bushing mounting hole 121.
In the art, the vehicle control arm body is generally obtained by welding a pre-punched plate member. The control arm body and the bush obtained by welding also need to be welded to realize the fixed connection. However, the welding fit clearance is difficult to accurately control in the welding process, and the size of the control arm assembly obtained by welding is easy to fluctuate greatly, so that the camber angle of the rear wheel is out of tolerance and fluctuates, and the vehicle tire is eccentric.
In the embodiment of the application, the two ends of the control arm body 1 are connected with the bushing mounting parts 12, the bushing mounting parts 12 comprise the bushing mounting holes 121, and the bushing 2 can be pressed into the bushing mounting holes 121, so that the size of the control arm assembly can be controlled within a relatively accurate range, and the condition of large size fluctuation can not occur. Further, the bushing mounting hole 121 is manufactured in a machining mode, so that the size accuracy of the bushing mounting hole is higher, the roundness of the bushing mounting hole is better, the bushing is convenient to press and mount, the pressing and disengaging force of the bushing is improved, and the size accuracy and stability of the control arm assembly are further guaranteed.
In addition, the upper control arm of the rear suspension of the vehicle can be integrally formed, the forming difficulty is low, a plurality of plates are not required to be welded, and further the situation that a large error exists in the size of the control arm assembly due to the fact that a welding fit clearance cannot be effectively controlled can be effectively avoided.
Alternatively, referring to fig. 1, the main body extension 11 includes a drive shaft escape portion 115, and the drive shaft escape portion 115 is located at the lower side of the control arm body 1 and configured to escape the drive shaft of the vehicle. Here, the lower side of the control arm body 1 means a side close to the ground when the control arm body 1 is mounted in the whole vehicle.
Specifically, as can be seen in connection with fig. 4, 5, 11, 12 and 14-15, the drive shaft relief 115 is located on the underside of the control arm body 1. Specifically, the transmission shaft avoidance portion 115 is located at the lower side of the main body extension portion 11, and a transmission shaft avoidance surface 1150 is provided on a side of the main body extension portion 11, which is close to the vehicle transmission shaft (indicated by a dashed circle in fig. 11 is a transmission shaft avoidance surface, and indicated by a dashed box in fig. 12 is a section line corresponding to the position of the transmission shaft avoidance surface).
Alternatively, the side of the propeller shaft relief 115 that is adjacent to the propeller shaft of the vehicle may take on an arc that faces away from the propeller shaft of the vehicle. Specifically, the transmission shaft avoiding surface 1150 may be an arc surface facing away from the transmission shaft of the vehicle. And, the drive shaft relief surface may be located on a side of the main body extension 11 remote from the vehicle damper.
Through the arrangement, the control arm on the rear suspension of the vehicle can be prevented from interfering with the transmission shaft of the vehicle, and the safety of the whole vehicle is ensured.
Further, fig. 9 shows a cross-sectional view taken along line AA in fig. 7, and as can be seen in conjunction with fig. 7-9 and fig. 11-13, the body extension 11 may have a cross-sectional shape that varies in its direction of extension. At line BB, the cross-sectional shape of the main body extension 11 may be Γ -shaped; at the AA line, the cross-sectional shape of the body extension 11 may be T-shaped, and the dimension of the protruding structure of the side of the T-shape away from the damper is larger than the dimension of the protruding structure of the side close to the damper; at the EE line, the cross-sectional shape of the body extension 11 may be T-shaped, and the protruding structures on both sides of the T-shape may be similar or equal in size.
It should be noted that the embodiments of the present application are given by way of example only with respect to several cross-sectional views of the control arm on the rear suspension of the vehicle, and the cross-sectional shape of the portion of the main body extension between these several cross-sections in the extension direction thereof is not particularly limited. In some embodiments, the cross-sectional shape of the portion of the body extension between the several profiles may be a gradual transition.
Through the difference of the cross section shape setting of the different parts of the main body extension part in the extension direction, the control arm on the rear suspension of the vehicle and other parts of the vehicle can be matched and installed in a compact mode, and the space utilization rate of the vehicle can be effectively reduced on the premise of ensuring no mutual interference.
Optionally, referring to fig. 3-4, the main body extension 11 further includes a spring relief 116, the spring relief 116 being located at the rear side of the control arm body 1, and a side near the rear spring of the vehicle presenting an arc shape facing away from the rear spring of the vehicle. Here, the rear side of the control arm body 1 refers to the side of the control arm body 1 near the vehicle tail.
The spring relief 116 may be located on the side of the rail relief 114 that is closer to the rear vehicle spring and may take on an arc away from the rear vehicle spring. By arranging the spring avoiding part in the upper control arm of the rear suspension of the vehicle, the upper control arm of the rear suspension of the vehicle and the rear spring of the vehicle can be ensured to have enough movable space, and the normal work of the rear spring is ensured.
Optionally, the control arm body 1 is made of forged aluminum alloy.
The control arm body 1 is prepared by forging the aluminum alloy material, so that the overall bending rigidity of the control arm on the rear suspension of the vehicle can be ensured to be higher, and the safety of the whole vehicle is improved.
It should be noted that, in the vehicle rear suspension upper control arm provided by the embodiment of the application, at least a part of the main extension portion of the control arm body has a T-shaped cross section in the extending direction. The cross-sectional shape of the main body extension in the cross-sections in the above-described respective embodiments is only one example and is not intended to specifically limit the structure and shape of the control arm on the rear suspension of the vehicle.
In the implementation, the cross-sectional shapes of different parts of the control arm on the rear suspension can be adjusted according to the positions of other parts in the vehicle, and the cross-sectional shape of the part of the control arm on the rear suspension, which bears the large bending moment, is provided as a T shape, so that the control arm is structurally reinforced in a targeted manner.
In summary, the vehicle rear suspension upper control arm provided by the embodiment of the application includes a control arm body and two bushings, wherein the control arm body includes a main body extension portion and bushing mounting portions connected to two ends of the main body extension portion. The two bushings can be mounted on the control arm body by the bushing mounting portion to achieve stable connection of the control arm with other components of the vehicle. The cross section of at least one part of the main body extension part in the extension direction is T-shaped, so that the main body extension part can be structurally reinforced, and the bending resistance of the control arm structure is improved. The main body extension part further comprises a damper avoiding part, a longitudinal beam abdicating part, a transmission shaft avoiding part, a spring avoiding part and the like, the damper, the longitudinal beam, the transmission shaft and the spring of the vehicle can be effectively avoided, the control arm and the components are prevented from interfering with each other, the sufficient movable space of each component is ensured, meanwhile, the control arm and each component can be installed together in a more compact mode, and the space utilization rate of the vehicle is effectively improved.
On the other hand, the embodiment of the application also provides a vehicle. The vehicle has mounted therein the vehicle rear suspension upper control arm described in any of the above embodiments.
By installing the control arm on the rear suspension of the vehicle in the vehicle, the components can be arranged in a more compact mode on the basis of ensuring that the components have sufficient movable space, and the space utilization rate of the vehicle can be effectively improved on the basis of ensuring the safety of the vehicle.
In the present disclosure, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. The term "plurality" refers to two or more, unless explicitly defined otherwise.
Other embodiments of the application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of the application following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the application pertains. The specification and examples are to be regarded in an illustrative manner only.
It is to be understood that the application is not limited to the precise arrangements and instrumentalities shown in the drawings, which have been described above, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the application is limited only by the appended claims.
Claims (3)
1. The upper control arm of the rear suspension of the vehicle is characterized by comprising a control arm body (1) and two bushings (2);
The control arm body (1) comprises a main body extension part (11) and two bushing installation parts (12), wherein the two bushing installation parts (12) are respectively connected to two ends of the main body extension part (11), the bushing installation parts (12) comprise bushing installation holes (121), the bushing installation holes (121) are prepared in a machining mode, and the bushing (2) is pressed into the bushing installation holes (121); the two bushings (2) are respectively suitable for being connected with a steering knuckle and a sub-frame of the vehicle;
The main body extension part (11) comprises a damper avoidance part (113), a longitudinal beam abdication part (114), a transmission shaft avoidance part (115) and a spring avoidance part (116);
The shock absorber avoiding part (113) is close to the outer side of the control arm body (1), one side of the shock absorber avoiding part, which is close to the vehicle shock absorber, is in an arc shape which is away from the vehicle shock absorber, and the outer side of the control arm body (1) refers to one side, which is far away from the central axis of the vehicle, of the control arm body (1) when the control arm body (1) is installed in the whole vehicle; the cross-sectional shape of the damper avoiding portion (113) in the extending direction of the main body extending portion (11) is of a gamma shape, and the convex portion of the gamma shape is positioned on the side of the main body extending portion (11) away from the vehicle damper;
the longitudinal beam abdication part (114) is positioned at one side of the control arm body (1) which is closer to the central axis of the vehicle; the control arm body (1) is of a U-shaped structure as a whole, the longitudinal beam abdication part (114) forms the bottom of the U-shaped structure, and the longitudinal beam abdication part (114) is configured to avoid a longitudinal beam of a vehicle;
the transmission shaft avoiding part (115) is positioned at the lower side of the control arm body (1) and is configured to avoid a transmission shaft of a vehicle, and the lower side of the control arm body (1) is the side, close to the ground, of the control arm body (1) when the control arm body (1) is installed in the whole vehicle; the transmission shaft avoiding part (115) presents an arc shape deviating from the transmission shaft of the vehicle on the side close to the transmission shaft of the vehicle, the transmission shaft avoiding part (115) is provided with a transmission shaft avoiding surface (1150), the transmission shaft avoiding surface (1150) is an arc surface deviating from the transmission shaft of the vehicle, and the transmission shaft avoiding surface (1150) is positioned on the side, far away from the vehicle shock absorber, of the main body extension part (11);
the spring avoidance part (116) is positioned at the rear side of the control arm body (1), one side close to the rear spring of the vehicle is in an arc shape deviating from the rear spring of the vehicle, and the rear side of the control arm body (1) refers to one side of the control arm body (1) close to the tail of the vehicle; the spring avoidance part (116) is positioned on the side surface of the longitudinal beam abdication part (114) close to the rear spring of the vehicle;
At least a portion of the main body extension (11) between the damper dodging portion (113) and the side member relief portion (114) has a first T-shaped cross section, and a dimension of a projection structure of a side of the first T-shaped cross section away from the damper is larger than a dimension of a projection structure of a side close to the damper; at least a part of the extending part of the main body extending part (11) from the longitudinal beam abdicating part (114) to the direction away from the shock absorber avoiding part (113) has a second T-shaped cross section, and the two side protruding structures of the second T-shaped cross section have the same size; the body extension (11) gradually transitions between the first and second T-shaped cross-sections.
2. The vehicle rear suspension upper control arm according to claim 1, wherein the vehicle rear suspension upper control arm is integrally formed.
3. A vehicle in which the vehicle rear suspension upper control arm according to any one of claims 1 to 2 is mounted.
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| CN202111295475.4A CN114013233B (en) | 2021-11-03 | 2021-11-03 | Vehicle rear suspension upper control arm and vehicle |
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| CN202111295475.4A CN114013233B (en) | 2021-11-03 | 2021-11-03 | Vehicle rear suspension upper control arm and vehicle |
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| CN114013233B true CN114013233B (en) | 2024-07-09 |
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