Toe-in rod, suspension system and vehicle

Abstract

The invention relates to the technical field of vehicles, and discloses a toe-in rod, a suspension system and a vehicle, the toe-in rod comprises a toe-in rod main body, and the toe-in rod main body comprises a linear section and an arc-shaped section which are connected. By adding the arc-shaped section, the linear section can be preset to serve as the buckling area of the toe-in rod during collision, and compared with a traditional straight rod design, the buckling position of the toe-in rod is difficult to predict during collision, uncertainty and randomness after buckling deformation are greatly reduced, the buckling behavior of the toe-in rod during collision can be more predictable and controllable, and the impact strength of the toe-in rod is improved. Further, by controlling the buckling position, collision interference between the toe-in rod and surrounding parts is effectively reduced, other key parts of the suspension system are protected against damage, and the reliability of the automobile suspension system and the overall safety of an automobile are improved. And the arc-shaped section design can form an avoiding space, so that the defect caused by local thinning in the traditional straight rod design is eliminated, the design load requirement of the toe-in rod is met, and the structural performance requirement of the toe-in rod is ensured.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and particularly relates to a toe link, a suspension system and a vehicle. Background Art

[0002] As an important part of an automobile, the performance of the suspension system directly affects the driving safety and comfort of the automobile. The automobile suspension system is an important device connecting the wheels and the vehicle frame. Each swing arm in the suspension system plays a role in transmitting the force and torque between the wheels and the vehicle frame during the driving of the vehicle. It must meet the motion requirements of the vehicle and have certain strength performance to ensure the controllability and stability during vehicle driving. However, when the vehicle is subjected to a severe impact, such as a collision, some parts in the suspension system need to yield and collapse according to a predetermined design logic.

[0003] As a component in the multi-link suspension system, the main function of the toe link is to adjust the toe angle of the wheels to ensure the stability and controllability of the vehicle during driving. Since the toe link has a simple structure and low manufacturing cost, it is usually the first choice for collapsible parts in automobile design. When the vehicle is in an accident or collision and the impact load exceeds the design load, it is preferred to choose a low-cost part to collapse, that is, to choose the toe link to yield and collapse to reduce the maintenance cost.

[0004] Currently, it is relatively common in the design of the toe link that the whole is in a straight rod design. However, it is not easy to control the buckling position when the part collapses in the straight rod design. In addition, when the toe link needs to avoid other surrounding parts, local weakening needs to be done, resulting in the toe link being difficult to meet the design load requirements. Summary of the Invention

[0005] The present invention provides a toe link, a suspension system and a vehicle to solve or improve the problems in the related art that it is not easy to control the buckling position when the straight rod type toe link collapses, and local weakening is done when it needs to avoid other surrounding parts, resulting in the toe link being difficult to meet the design load requirements.

[0006] In a first aspect, the present invention provides a toe link, including a toe link main body, and the toe link main body includes a straight section and an arc section connected to the straight section.

[0007] In an optional embodiment, the toe link main body further includes a strengthening structure, the strengthening structure is arranged on the concave side of the arc section, and in the height direction of the toe link, the center line of the strengthening structure and the center line of the toe link are in the same plane.

[0008] In an optional embodiment, avoidance areas are arranged on both sides of the strengthening structure in the height direction of the toe link.

[0009] In an alternative embodiment, the cross-section of the reinforcing structure is in a V-shaped structure or a U-shaped structure.

[0010] In an alternative embodiment, a first groove is provided on the convex side of the arc segment, and the first groove extends along the length direction of the toe link.

[0011] In an alternative embodiment, a second groove is provided on the first side of the straight segment, and the second groove extends along the length direction of the toe link;

[0012] and / or, a third groove is provided on the second side of the straight segment, and the third groove extends along the length direction of the toe link.

[0013] In an alternative embodiment, a first arc transition segment is provided at the connection between the straight segment and the arc segment.

[0014] In an alternative embodiment, it further includes:

[0015] A pair of connecting sleeves are respectively provided at both ends of the toe link body. One of the connecting sleeves is used to connect to the subframe, and the other connecting sleeve is used to connect to the steering knuckle. The arc segment is provided at one end of the toe link close to the steering knuckle.

[0016] In a second aspect, the present invention further provides a suspension system including the toe link as described in any one of the above.

[0017] In a third aspect, the present invention further provides a vehicle including the suspension system as described above.

[0018] For a toe link provided by the present invention, by adding an arc segment, when yielding and collapsing are required during a collision, a straight segment can be preset as the buckling area of the toe link. Compared with the traditional straight rod design, the buckling position during a collision is difficult to predict, which can greatly reduce the uncertainty and randomness after buckling deformation, making the buckling behavior of the toe link during a collision more predictable and controllable. Furthermore, by controlling its buckling position, the collision interference between the toe link and surrounding parts can be effectively reduced, protecting other key components of the suspension system from damage and improving the reliability of the vehicle suspension system and the overall safety of the vehicle. At the same time, the design of the arc segment can also form an avoidance space, eliminating the drawbacks brought by the traditional straight rod design when making local thinning, meeting the design load requirements of the toe link, and ensuring the structural performance requirements of the toe link. Description of the Drawings

[0019] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0020] Figure 1 The first perspective three-dimensional view of the toe link according to an embodiment of the present invention;

[0021] Figure 2 The second perspective three-dimensional view of the toe link according to an embodiment of the present invention;

[0022] Figure 3 The top view of the toe link according to an embodiment of the present invention;

[0023] Figure 4 is Figure 3 the sectional view taken along line A-A in

[0024] Figure 5 is Figure 3 the sectional view taken along line B-B in

[0025] Figure 6 The buckling schematic diagram of the toe link after yielding and buckling according to an embodiment of the present invention;

[0026] Figure 7 The partial schematic diagram of the strengthening structure according to an embodiment of the present invention;

[0027] Figure 8 The partial schematic diagram of the second groove according to an embodiment of the present invention;

[0028] Figure 9 The three-dimensional view of the toe link according to another embodiment of the present invention.

[0029] Explanation of reference numerals:

[0030] 1. Toe link main body; 101. Straight section; 1011. First side; 1012. Second side; 102. Arc section; 1021. Concave side; 1022. Convex side; 103. Strengthening structure; 1031. Upper surface; 1032. Lower surface; 104. First arc transition section; 105. Second arc transition section; 2. Avoidance area; 3. First groove; 4. Second groove; 401. Upper edge; 402. Lower edge; 5. Third groove; 6. Connecting sleeve. Detailed embodiments

[0031] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0032] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present application. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of the described features. In the description of the present application, "a plurality" means two or more, unless otherwise specifically defined.

[0033] In the description of the present application, it should be noted that unless otherwise clearly specified and limited, the terms "mounted", "connected", and "coupled" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection, a direct connection, or an indirect connection through an intermediate medium, and it may be the internal communication of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0034] In the present application, unless otherwise clearly specified and limited, the first feature being "above" or "below" the second feature may include the direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through other features between them. Moreover, the first feature being "above", "over", and "on" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the horizontal height of the first feature is higher than that of the second feature. The first feature being "below", "beneath", and "under" the second feature includes the first feature being directly below and obliquely below the second feature, or merely indicating that the horizontal height of the first feature is lower than that of the second feature.

[0035] The following is combined with Figures 1 to 9, describe the toe link, suspension system and vehicle of the embodiments of the present invention.

[0036] According to an embodiment of the present invention, on the one hand, a toe link is provided. As a key component in an automotive suspension system, its main function is to adjust the toe angle of the wheels to ensure the stability and handling performance of the vehicle. Specifically, as Figure 1 shown, the toe link includes a toe link main body 1. The toe link main body 1 includes a straight section 101 and an arc section 102, and the arc section 102 is connected to the straight section 101.

[0037] Optionally, the straight section 101 and the arc section 102 are of an integrally formed structure, thereby reducing welds or connection points, reducing the risk of fatigue failure, enhancing the overall strength and stiffness, improving durability, and extending the service life. The material of the toe link main body 1 is steel, aluminum alloy, carbon fiber composite material, etc. Among them, steel and aluminum alloy are two relatively commonly used materials, ensuring that it has high strength and good mechanical properties and can withstand large loads and deformations. When selecting the material of the toe link main body 1, various factors such as the design requirements of the vehicle, the use environment, and the cost budget need to be comprehensively considered to ensure that the toe link main body 1 can meet the performance and reliability requirements of the vehicle.

[0038] In addition, the arc section 102 is a circular arc section or an elliptical arc section. By increasing the arc section 102, it can be flexibly designed according to the installation space, optimize the space utilization, improve the overall layout efficiency, and help disperse stress and improve the overall stability.

[0039] With such a setting, by increasing the arc section 102, when yielding and buckling are required during a collision, the straight section 101 can be preset as the buckling area of the toe link. Compared with the traditional straight rod design, whose buckling position is difficult to predict during a collision, it can greatly reduce the uncertainty and randomness after buckling deformation, making the buckling behavior of the toe link during a collision more predictable and controllable. Furthermore, by controlling its buckling position, it can effectively reduce the collision interference between the toe link and surrounding parts, protect other key components of the suspension system from damage, and improve the reliability of the automotive suspension system and the overall safety of the vehicle. At the same time, the design of the arc section 102 can also form an avoidance space, eliminating the disadvantages brought by local thinning in the traditional straight rod design, meeting the design load requirements of the toe link, and ensuring the structural performance requirements of the toe link.

[0040] Furthermore, in some embodiments of the present invention, as Figure 1 shown, the toe link main body 1 further includes a strengthening structure 103, and the strengthening structure 103 is arranged on the concave side 1021 of the arc section 102. Optionally, the strengthening structure 103 is arranged as a ribbed structure. Specifically, as Figure 1As shown, the reinforcing structure 103 extends from the left end of the arc segment 102 to the right end of the arc segment 102. In the height direction of the front toe rod, the center line of the reinforcing structure 103 and the center line of the front toe rod are located in the same plane.

[0041] It should be noted that, in this embodiment, the first direction Z is the height direction of the front toe rod, the second direction X is the length direction of the front toe rod, and the third direction Y is the thickness direction of the front toe rod, wherein the first direction Z, the second direction X and the third direction Y are perpendicular to each other.

[0042] That is to say, Figure 1 As shown, in the first direction Z, the reinforcing structure 103 is arranged in the middle of the arc segment 102, that is, along the second direction X, the reinforcing structure 103 passes through the center line of the toe rod body 1. In this way, the reinforcing structure 103 and the straight segment 101 are connected in a straight line in the force direction of the toe rod and are located on the force center line of the toe rod.

[0043] In this way, the design of the reinforcement structure 103 enhances the strength and rigidity of the arc segment 102, so that the cross-sectional area of ​​the arc segment 102 is larger than the cross-sectional area of ​​the straight segment 101, and the arc segment 102 is prevented from being deformed or damaged when subjected to force, so that the arc segment 102 is designed as a structure that is not easy to bend, so that the buckling position of the front toe rod is at the straight segment 101, thereby effectively controlling the buckling position of the front toe rod. At the same time, the reinforcement structure 103 passes through the force center line of the front toe rod, so that the force of the front toe rod along the second direction X has a complete straight conduction path, thereby further ensuring that the arc segment 102 will not bend before the straight segment 101, and thus reliably controlling the front toe rod to yield and collapse at the straight segment 101 when a collision occurs.

[0044] Specifically, Figure 6 As shown, when the vehicle is in an accident or collision, and the impact load exceeds the design load, the straight section 101 of the front toe rod will yield and collapse. Figure 6 The middle red area is where the toe rod is bent due to overload compression.

[0045] Optionally, in some embodiments of the present invention, avoidance areas 2 are provided on both sides of the reinforcement structure 103 in the height direction of the front toe rod. Figure 1 As shown, in the first direction Z, avoidance areas 2 are provided on both the upper and lower sides of the reinforcement structure 103 .

[0046] With such a setting, during the driving of the vehicle, the toe link will swing up and down along with the vibration of the vehicle body. By designing the avoidance area 2, it can prevent collision with other parts in the suspension system, such as the shock absorber valve body, etc. during the movement process, protect the suspension system, extend its service life, optimize the system performance, facilitate the layout and installation, and can reduce the weight of the toe link to a certain extent, thereby reducing the manufacturing cost of the suspension system. In addition, by symmetrically arranging the avoidance area 2 on the upper and lower sides, it is convenient to symmetrically install the toe link on the left and right sides of the vehicle body, which is convenient for batch processing, improves the universality and applicability of the parts, and reduces the manufacturing cost.

[0047] Specifically, in some embodiments of the present invention, the cross-section of the strengthening structure 103 is in a V-shaped structure or a U-shaped structure. Exemplarily, taking the cross-section in a V-shaped structure as an example, as Figure 5 shown, in the direction from both ends to the middle, the strengthening structure 103 is tapered to form a V-shaped structure, making the overall structure symmetric and beautiful. In addition, as Figure 1 shown, the upper surface and the lower surface of the strengthening structure 103 are smooth curved surfaces to form the avoidance area 2 on the upper and lower sides.

[0048] With such a setting, by adopting a V-shaped or U-shaped rib structure instead of directly adding materials on the concave side 1021 of the arc section 102, on the one hand, the structural strength of the arc section 102 is improved, ensuring that the arc section 102 will not buckle prior to the straight section 101. On the other hand, it can also reduce the overall weight of the toe link to a certain extent, achieve lightweight design, and has a smooth and fluent appearance, maintaining the overall compactness and beauty of the toe link. Of course, in other embodiments, the cross-section of the strengthening structure 103 includes but is not limited to a V-shaped structure or a U-shaped structure, and can also be other special-shaped structures symmetrically arranged along the first direction Z, etc. Its specific design form can be determined according to actual design requirements.

[0049] Optionally, in some embodiments of the present invention, as Figure 7 shown, in the first direction Z, the strengthening structure 103 is symmetrically arranged, and in the direction from the upper end of the arc section 102 to the middle position of the strengthening structure 103, the upper surface 1031 of the strengthening structure 103 is inclined. Similarly, the lower surface 1032 of the strengthening structure 103 is correspondingly inclined. And in the second direction X, in the direction from the middle position of the strengthening structure 103 to the left and right ends of the strengthening structure 103, the upper surface 1031 of the strengthening structure 103 is inclined to form an arched structure with the middle protruding upward. Similarly, the lower surface 1032 of the strengthening structure 103 is correspondingly an arched structure with the middle protruding downward. Thus, the overall smooth transition design of the strengthening structure 103 is achieved, avoiding the phenomenon of production stress concentration and meeting the structural strength requirements.

[0050] In addition, in some embodiments of the present invention, as Figure 2As shown, a first groove 3 is provided on the convex side 1022 of the arc segment 102. The first groove 3 extends along the length direction of the toe link, that is, the first groove 3 extends along the second direction X. With such a setting, by designing the first groove 3, while ensuring the bending and compressive resistance performance of the arc segment 102, it can also play a weight reduction function and reduce the material usage.

[0051] Optionally, as an implementation manner, as Figure 2 shown, in the first direction Z, the first groove 3 is located at the middle position of the arc segment 102, which helps to more evenly distribute stress, reduce stress concentration, improve the durability of the structure, and enhance the balance and symmetry of the structure, making the overall design more beautiful and coordinated.

[0052] Furthermore, in some embodiments of the present invention, as Figure 1 shown, a second groove 4 is provided on the first side 1011 of the straight segment 101. The second groove 4 extends along the length direction of the toe link, that is, the second groove 4 extends along the second direction X. Optionally, in the first direction Z, the second groove 4 is located at the middle position of the straight segment 101.

[0053] Preferably, as Figure 2 shown, a third groove 5 is provided on the second side 1012 of the straight segment 101. The third groove 5 extends along the length direction of the toe link, that is, the third groove 5 extends along the second direction X. Optionally, in the first direction Z, the third groove 5 is located at the middle position of the straight segment 101, and the third groove 5 is communicated with the first groove 3, so as to facilitate overall processing and manufacturing.

[0054] Exemplarily, as Figure 4 shown, the first side 1011 and the second side 1012 of the straight segment 101 are respectively provided with the second groove 4 and the third groove 5, so that the cross-section of the straight segment 101 is in an I-shaped structure. Optionally, the groove depth of the second groove 4 is the same as that of the third groove 5. Thus, in the third direction Y, the straight segment 101 is symmetrically arranged, improving its structural bending and compressive resistance.

[0055] With such a setting, by designing groove structures on one or both sides of the straight segment 101, on the premise of ensuring the structural strength requirements of the straight segment 101, the material usage of the toe link is further reduced, achieving the purpose of reducing the weight of the toe link, meeting the lightweight design requirements of the suspension system, thereby reducing the overall mass of the vehicle, and further reducing energy consumption and improving acceleration performance and braking performance.

[0056] Optionally, in some embodiments of the present invention, as Figure 8As shown, in the second direction X, on the side of the second groove 4 close to the arc segment 102, that is, the right side of the second groove 4, the groove depth of the second groove 4 gradually decreases, thereby realizing a smooth transition connection between the second groove 4 and the reinforcement structure 103 in the second direction X, thereby avoiding stress concentration. And on the right side of the second groove 4, the upper edge 401 and the lower edge 402 of the second groove 4 gradually shrink toward the middle position, thereby realizing a smooth transition connection between the second groove 4 and the reinforcement structure 103 in the first direction Z, thereby reducing stress concentration.

[0057] Optionally, in some embodiments of the present invention, Figure 1 As shown, a first arc-shaped transition section 104 is provided at the connection between the straight segment 101 and the arc segment 102. Specifically, the first arc-shaped transition section 104 is designed as a circular arc transition section. In this way, a smooth transition connection is achieved between the straight segment 101 and the arc segment 102 through the first arc-shaped transition section 104, which avoids stress concentration and sudden change that may occur at the connection between the straight segment 101 and the arc segment 102, thereby improving the bearing capacity and stability of the structure.

[0058] Further, in some embodiments of the present invention, Figure 1 As shown, the toe rod further includes a pair of connecting sleeves 6, which are respectively arranged at both ends of the toe rod body 1. Optionally, the pair of connecting sleeves 6 and the toe rod body 1 are integrally formed, thereby significantly improving the overall strength and stability of the toe rod, ensuring that the toe rod can maintain its original shape and performance when subjected to various complex loads, and is easy to manufacture and process, thereby improving production efficiency.

[0059] Specifically, one of the connecting sleeves 6 is used to connect the subframe, and the other connecting sleeve 6 is used to connect the steering knuckle. The arc segment 102 is arranged at one end of the toe rod close to the steering knuckle. Figure 1 As shown, the connecting sleeve 6 at the left end is connected to the sub-frame. Generally, the sub-frame is provided with a first connecting seat, and the connecting sleeve 6 and the first connecting seat are hinged through a pin. The connecting sleeve 6 at the right end is connected to the steering knuckle. Generally, the steering knuckle is provided with a second connecting seat, and the connecting sleeve 6 and the second connecting seat are hinged through a pin. Thus, the toe rod is connected to the sub-frame and the steering knuckle respectively through the connecting sleeves 6 at both ends to achieve precise control of the wheels.

[0060] Optionally, the toe link is further provided with a bushing, which is press-fitted into the connecting sleeve 6 and then connected to the subframe and the steering knuckle respectively through the bushing. In this way, rotational connection and buffering functions can be achieved through the bushing, thereby improving the performance of the vehicle and ensuring its reliability and durability during long-term use. Additionally, as an alternative embodiment, the inner wall of the connecting sleeve 6 is provided with a wear-resistant layer to address wear problems during long-term use, enhance the wear resistance of the connecting sleeve 6, and extend the service life of the toe link.

[0061] Meanwhile, since parts such as shock absorber valves are usually arranged near the steering knuckle, when the clearances of the parts around the toe link do not meet the design requirements, by placing the arc section 102 at one end of the toe link close to the steering knuckle, other parts of the suspension system can be reliably avoided, making the design and application of the toe link more flexible, helping the toe link better adapt to vibrations and impacts under different road conditions, maintaining the wheel alignment accuracy, and thus improving the driving stability and riding comfort of the vehicle.

[0062] In summary, referring to Figures 1 to 9 As shown, the embodiment of the present invention provides a novel toe link, which can be integrally processed. Specifically, the toe link includes a toe link main body 1 and a pair of connecting sleeves 6, and the pair of connecting sleeves 6 are respectively arranged at both ends of the toe link main body 1. One of the connecting sleeves 6 is used to connect to the subframe, and the other connecting sleeve 6 is used to connect to the steering knuckle. The toe link main body 1 includes a straight section 101, an arc section 102, and a strengthening structure 103. The arc section 102 is arranged at one end of the toe link close to the steering knuckle. Among them, one end of the arc section 102 is provided with a first arc transition section 104 for smooth connection with the straight section 101, and the other end of the arc section 102 is provided with a second arc transition section 105 for smooth connection with the connecting sleeve 6. The strengthening structure 103 is arranged on the concave side 1021 of the arc section 102, and the cross-section of the strengthening structure 103 is in a V-shaped structure. And in the first direction Z, the center line of the strengthening structure 103 and the center line of the toe link are in the same plane, so that the strengthening structure 103 and the straight section 101 are in a continuous straight line in the force direction of the toe link and are on the force center line of the toe link. At the same time, avoidance areas 2 are arranged on both sides of the strengthening structure 103 to play a certain avoidance role. When the clearances of the parts around the toe link do not meet the design requirements, avoidance can be achieved through the avoidance areas 2, making the design and application of the toe link more flexible.

[0063] Furthermore, as shown in Figure 1 and Figure 2As shown, a first groove 3 is provided on the convex side 1022 of the arc segment 102, and the first groove 3 extends along the second direction X. A second groove 4 is provided on the first side 1011 of the straight segment 101, and the second groove 4 extends along the second direction X. A third groove 5 is provided on the second side 1012 of the straight segment 101, and the third groove 5 extends along the second direction X, so that the cross-section of the straight segment 101 has an I-shaped structure. And the third groove 5 communicates with the first groove 3, which is convenient for manufacturing and processing. In this way, on the premise of ensuring the structural design strength of the straight segment 101 and the arc segment 102, the purpose of reducing the weight of the toe link can be achieved, reducing the material consumption of the toe link, lowering the production cost of the product, and further meeting the lightweight design requirements of the suspension system, reducing the weight of the whole vehicle, and improving the performance of the whole vehicle.

[0064] In this embodiment, the toe link has a straight segment 101 and an arc segment 102, and a strengthening structure 103 is provided on the arc segment 102, so that the arc segment 102 is designed as a structure that is not easily buckled, and the buckling position of the toe link occurs at the straight segment 101, thereby effectively controlling the buckling position of the toe link and forming a toe link that can meet the design load requirements of the whole vehicle and control the buckling position. In this way, as Figure 6 shown, when the vehicle is subjected to an overload impact, the toe link can be bent and deformed within the range of the straight segment 101 area, so that when the vehicle is subjected to a severe impact, the suspension parts buckle at the predetermined design position according to the overload load, realizing the design collapse requirement.

[0065] In addition, as an alternative embodiment, as Figure 9 shown, on the premise of ensuring that the structural strength of the arc segment 102 is higher than that of the straight segment 101, the structure of the arc segment 102 can be further optimized to achieve the lightweight design of the toe link. Exemplarily, as Figure 9 shown, in the third direction Y, the groove depth of the first groove 3 is greater than the groove depth of the third groove 5, achieving the purpose of further reducing the weight. In addition, as Figure 9 shown, in the first direction Z, the upper and lower ends of the arc segment 102 have a concave structure, achieving the purpose of further reducing the weight.

[0066] It can be understood that by precisely designing parameters such as the dimensions of the straight segment 101 and the arc segment 102, the buckling path of the toe link during a collision can be preset in a certain logical order, making the buckling deformation of the toe link more controllable, overcoming the randomness and uncertainty of the buckling position of the traditional straight-bar toe link, reducing the collision interference with surrounding parts, protecting other key components of the suspension system from damage, and improving the reliability of the automotive suspension system and the overall safety of the vehicle. As an alternative embodiment, the buckling position is controlled at the straight segment 101, as Figure 3As shown, along the second direction X, the length of the straight line segment 101 accounts for 1 / 3 to 2 / 3 of the length of the toe link main body 1. Optionally, it is recommended that the length of the straight line segment 101 be greater than or equal to 50 mm. Thereby ensuring the effectiveness of the buckling and collapse logic and realizing the controllability of the buckling position of the toe link.

[0067] According to an embodiment of the present invention, on the other hand, a suspension system is further provided, including a toe link as in each of the above embodiments. With such a setting, by adding the arc segment 102 to the toe link, when a collision occurs and yield collapse is required, the straight line segment 101 can be preset as the buckling area of the toe link. Compared with the traditional straight rod design whose buckling position is difficult to predict during a collision, it can greatly reduce the uncertainty and randomness after buckling deformation, making the buckling behavior of the toe link during a collision more predictable and controllable. Furthermore, by controlling its buckling position, the collision interference between the toe link and surrounding parts can be effectively reduced, protecting other key components of the suspension system from damage, and improving the reliability of the automotive suspension system and the overall safety of the vehicle. At the same time, the design of the arc segment 102 can also form an avoidance space, eliminating the drawbacks brought about by local thinning in the traditional straight rod design, meeting the design load requirements of the toe link, and ensuring the structural performance requirements of the toe link. The derivation process of this beneficial effect is roughly similar to that of the beneficial effect of the above-mentioned toe link, so it will not be elaborated here.

[0068] According to an embodiment of the present invention, on yet another aspect, a vehicle is further provided, including a suspension system as in the above embodiments. With such a setting, by adding the arc segment 102 to the toe link, when a collision occurs and yield collapse is required, the straight line segment 101 can be preset as the buckling area of the toe link. Compared with the traditional straight rod design whose buckling position is difficult to predict during a collision, it can greatly reduce the uncertainty and randomness after buckling deformation, making the buckling behavior of the toe link during a collision more predictable and controllable. Furthermore, by controlling its buckling position, the collision interference between the toe link and surrounding parts can be effectively reduced, protecting other key components of the suspension system from damage, and improving the reliability of the automotive suspension system and the overall safety of the vehicle. At the same time, the design of the arc segment 102 can also form an avoidance space, eliminating the drawbacks brought about by local thinning in the traditional straight rod design, meeting the design load requirements of the toe link, and ensuring the structural performance requirements of the toe link. The derivation process of this beneficial effect is roughly similar to that of the beneficial effect of the above-mentioned suspension system, so it will not be elaborated here.

[0069] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A toe rod, characterized in that: The invention comprises a front beam rod body (1), wherein the front beam rod body (1) comprises a straight line segment (101) and an arc segment (102) connected to the straight line segment (101).

2. The toe rod according to claim 1, characterized in that: The toe rod body (1) further comprises a reinforcing structure (103), wherein the reinforcing structure (103) is arranged on the recessed side (1021) of the arc segment (102), and in the height direction of the toe rod, the center line of the reinforcing structure (103) and the center line of the toe rod are located in the same plane.

3. The toe rod according to claim 2, characterized in that: In the height direction of the front toe rod, avoidance areas (2) are arranged on both sides of the reinforcement structure (103).

4. The toe rod according to claim 2, characterized in that: The cross section of the reinforcement structure (103) is a V-shaped structure or a U-shaped structure.

5. The toe rod according to any one of claims 1 to 4, characterized in that: The convex side (1022) of the arc segment (102) is provided with a first groove (3), and the first groove (3) extends along the length direction of the front toe rod.

6. The toe rod according to any one of claims 1 to 4, characterized in that: A second groove (4) is provided on the first side (1011) of the straight section (101), and the second groove (4) extends along the length direction of the front toe rod; And / or, the second side (1012) of the straight section (101) is provided with a third groove (5), and the third groove (5) extends along the length direction of the front toe rod.

7. The toe rod according to any one of claims 1 to 4, characterized in that: A first arc-shaped transition section (104) is provided at the connection between the straight section (101) and the arc-shaped section (102).

8. The toe rod according to any one of claims 1 to 4, characterized in that: Also includes: A pair of connecting sleeves (6) are respectively arranged at the two ends of the front tie rod body (1), wherein one of the connecting sleeves (6) is used to connect the sub-frame, and the other connecting sleeve (6) is used to connect the steering knuckle, and the arc segment (102) is arranged at one end of the front tie rod close to the steering knuckle.

9. A suspension system, characterized in that: The invention comprises a toe rod as claimed in any one of claims 1 to 8.

10. A vehicle, characterized in that: Comprising the suspension system of claim 9.

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