Automobile control arm made of high-strength and high-toughness aluminum alloy material
By using high-strength and tough aluminum alloy materials and designing a ball pin structure in the automotive control arm, and utilizing buffer rolls and wear-resistant rolls to distribute the pressure during vehicle bumps, the problem of control arm fatigue has been solved, resulting in a more stable and comfortable driving experience, while also extending the life of the components.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- HETIAN AUTOMOTIVE IND CO LTD
- Filing Date
- 2025-12-26
- Publication Date
- 2026-05-12
AI Technical Summary
Existing automotive control arms are prone to fatigue cracks and structural aging on bumpy roads, affecting their service life, and increasing material strength and thickness will increase costs.
It adopts high-strength and tough aluminum alloy material and designs a ball pin structure on the main body of the control arm. The ball pin is equipped with a buffer roll and a wear-resistant roll. It decomposes the pressure when the vehicle bumps through spherical contact and elastic deformation. Combined with limiter and series parts, it forms a dynamic buffer system.
It significantly reduces vehicle vibration, extends the lifespan of control arms, improves driving comfort and suspension system stability, and reduces component wear.
Smart Images
Figure CN122008752A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of automotive parts technology, specifically to a high-strength and tough aluminum alloy automotive control arm. Background Technology
[0002] The control arm is a core component of the automotive suspension system, manufactured using high-strength steel, aluminum alloys, and other materials. Its primary function is to connect the wheel steering knuckles to the chassis, transmitting longitudinal, lateral, and vertical forces during vehicle operation to ensure the wheels move along a predetermined trajectory. Its structural forms include A-shaped, L-shaped, and wedge-shaped types, achieving a hinged connection through precision-machined bolt holes and rubber or engineering plastic bushings. This design effectively reduces the transmission of road vibrations to the vehicle body and improves driving comfort. Modern control arm designs commonly employ topology optimization and composite material technologies. For example, carbon fiber multi-zone layup structures can reduce weight by 37.1% compared to traditional steel components while maintaining excellent stiffness and fatigue strength; aluminum alloy extrusion casting processes can reduce component weight by 25% while meeting mechanical performance standards, satisfying the dual requirements of lightweighting and safety in automobiles.
[0003] Existing automotive control arms are mounted on the bottom of the vehicle. During vehicle operation, bumps and vibrations are inevitable, such as when driving on uneven roads, over speed bumps, or on rugged mountain roads. This significantly increases the pressure on the control arm. These repeated impacts and vibrations not only cause fatigue cracks in the control arm but also accelerate the aging of its internal structure, affecting its service life. Common methods to increase the service life of automotive control arms include increasing the toughness and thickness of the raw materials, such as using higher-strength steel or applying special heat treatment processes to existing materials. However, this means increased costs, as high-strength materials are more expensive to procure and more difficult to process, leading to higher production costs. This makes it difficult for automakers to improve product performance while controlling costs. Therefore, a high-strength and high-toughness aluminum alloy automotive control arm is proposed. Summary of the Invention
[0004] Based on this, the purpose of the present invention is to provide a high-strength and high-toughness aluminum alloy automotive control arm to solve the technical problems mentioned in the background above.
[0005] To achieve the above objectives, the present invention provides the following technical solution: a high-strength and tough aluminum alloy automotive control arm, comprising an automotive control arm body, wherein the automotive control arm body includes a control arm body, and both the top and bottom ends of the control arm body body are provided with hollow parts, the top end of the hollow parts is provided with a lightweight hole extending through to the bottom end, the control arm body body is A-shaped, one end of the control arm body body is connected to two sets of connecting sleeves, and the other end of the control arm body body is equipped with a ball pin, the ball pin body being fitted with a connecting shaft.
[0006] As a preferred technical solution, the main body of the control arm is composed of the following components by weight percentage: silicon 3.4%–26.1%, magnesium 2%–15%, lanthanum 0.6%–1.2%, copper 6.4%–14.8%, titanium 13.2%–19.3%, chromium 8.8%–10.7%, cerium 1%–12.6%, strontium 6%–18.9%, with the balance being high-purity aluminum ingot.
[0007] As a preferred technical solution, the ball pin includes a ball pin housing fixedly connected to the inner wall of the control arm body. The ball pin housing is hollow inside. A limiting component is installed inside the ball pin housing. An axial clearance component is installed below the limiting component. A connecting component is installed inside the axial clearance component. A restraining ring is provided extending outward from the inside of the connecting component. A wear-resistant roll is installed below the restraining ring at a position close to the inner wall of the ball pin housing. A buffer roll is installed below the wear-resistant roll at a position close to the inner wall of the ball pin housing. A buffer cover is connected to the bottom end of the connecting component.
[0008] As a preferred technical solution, the inner wall of the ball pin housing is provided with an installation groove that matches the limiting member. The inner wall of the ball pin housing is provided with a first clearance groove below the installation groove. The first clearance groove matches the wear-resistant roll. The inner wall of the ball pin housing is provided with a second clearance groove below the first clearance groove. The second clearance groove matches the buffer roll.
[0009] As a preferred technical solution, the top of the ball pin housing is provided with a limiting groove extending to its bottom end. The limiting groove matches the outer wall of the axial clearance member. There are eight sets of limiting grooves, and the eight sets of limiting grooves are distributed in a circular array along the top circumference of the ball pin housing.
[0010] As a preferred technical solution, the limiting component includes an arc-shaped limiting plate that engages with the mounting groove. The bottom end of the arc-shaped limiting plate is fitted with a limiting sleeve. There are eight sets of limiting sleeves. The eight sets of limiting sleeves are coaxially assembled with the top end of the axial clearance component. The bottom end of the limiting sleeve is provided with a rectangular clearance groove, which matches the restraint ring.
[0011] As a preferred technical solution, the tandem component includes a spring rope that fits inside the axial relief component. The top end of the spring rope is fitted with a top ball, and the bottom end of the spring rope is provided with a limiting ball. The outer wall of the top ball is provided with a through hole that passes through both sides of it, and the through hole matches the outer wall of the restraint ring.
[0012] As a preferred technical solution, the axial clearance member includes a contact shaft that fits against the outer wall of the tandem member. A wear-resistant shaft is provided below the contact shaft along the extension direction of the tandem member, and a buffer shaft is provided below the wear-resistant shaft along the extension direction of the tandem member. The bottom end of the contact shaft fits against the top end of the outer wall of the wear-resistant roll, the top end of the wear-resistant shaft fits against the bottom end of the outer wall of the wear-resistant roll, the bottom end of the wear-resistant shaft fits against the top end of the outer wall of the buffer roll, and the top end of the buffer shaft fits against the bottom end of the outer wall of the buffer roll.
[0013] As a preferred technical solution, the buffer cover is hollow inside, the buffer cover is made of elastic metal material, and the outer wall of the buffer cover has a limiting hole that extends into its interior, the limiting hole matching a limiting ball.
[0014] As a preferred technical solution, both the wear-resistant roll and the buffer roll have through holes extending to their bottom ends at their top ends. The through holes are matched with the spring ropes, and the wear-resistant roll and the buffer roll are made of soft, elastic materials.
[0015] In summary, the present invention has the following main beneficial effects: This invention, by incorporating a ball pin, effectively reduces the pressure transmitted to the connecting shaft during vehicle operation, significantly decreasing vibration. When driving on bumpy roads, the impact of uneven surfaces initially affects the wheels. After initial damping by the suspension system, some pressure remains transmitted to the connecting shaft. At this point, the elastic deformation and rolling friction characteristics of the ball pin come into play. It acts like a miniature shock absorber, further decomposing this pressure into small forces in multiple directions, thus preventing strong impacts from being directly transmitted into the vehicle interior. This significantly reduces the vibration amplitude felt by the driver and passengers, resulting in a smoother and more comfortable ride. Furthermore, the spherical contact design of the ball pin allows for minute three-dimensional displacement of the connecting shaft within a certain range, further adapting to dynamic changes during vehicle operation, ensuring smooth and stable power transmission, and extending the service life of related components. Attached Figure Description
[0016] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a top view of the structure of the present invention; Figure 3 This is a schematic diagram of the structure of the ball pin of the present invention; Figure 4 This is a schematic diagram of the limiting component in the ball pin of the present invention; Figure 5 This is a schematic diagram of the internal structure of the ball pin of the present invention; Figure 6 This is a schematic diagram of the internal structure of the ball pin of the present invention; Figure 7 This is a cross-sectional view of the ball pin of the present invention; Figure 8 This is a cross-sectional structural diagram of the ball pin wear-resistant roll and the buffer roll of the present invention.
[0017] In the diagram: 100, vehicle control arm; 200, ball pin; 300, connecting shaft; 110. Control arm body; 120. Hollowed-out part; 130. Lightweight hole; 140. Connecting sleeve; 210. Ball pin housing; 220. Limiting component; 230. Connecting component; 240. Restraining ring; 250. Axial clearance component; 260. Wear-resistant roll; 270. Buffer roll; 280. Buffer cover; 221. Arc-shaped limiting plate; 222. Limiting sleeve; 231. Spring rope; 232. Top ball; 233. Limiting ball; 251. Contact shaft; 252. Wear-resistant shaft; 253. Buffer shaft. Detailed Implementation
[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.
[0019] The embodiments of the present invention will now be described.
[0020] A high-strength and high-toughness aluminum alloy automotive control arm; please refer to this document for more details. Figures 1 to 8The system includes a vehicle control arm 100, which comprises a control arm body 110. Both the top and bottom ends of the control arm body 110 have openwork parts 120. The top end of each openwork part 120 has a lightweight hole 130 extending to its bottom end. The control arm body 110 is A-shaped, and one end of the control arm body 110 is connected to two sets of connecting sleeves 140. The control arm body 110 is composed of the following components by weight percentage: silicon 3.4%–26.1%, magnesium 2%–15%, lanthanum 0.6%–1.2%, copper 6.4%–14.8%, and titanium 13.2%–1%. The alloy composition consists of 9.3% chromium, 8.8%–10.7% cerium, 1%–12.6% strontium, and 6%–18.9% strontium, with the balance being high-purity aluminum ingots. Silicon is uniformly distributed in the matrix as fine silicon particles, forming a dispersed strengthening phase that enhances the material's high-temperature strength and wear resistance. Magnesium forms an aluminum alloy solid solution with aluminum, significantly improving the alloy's strength and hardness, while also improving its casting performance, making the control arm less prone to shrinkage cavities and cracks during complex-shaped castings. Lanthanum, as a rare earth element, refines grains, inhibits grain coarsening, enhances the alloy's toughness and fatigue resistance, and extends the control arm's service life. Copper coins are also present. The addition of lanthanum further improves the alloy's strength and thermal conductivity, enabling it to maintain good working condition even under heavy loads. Titanium, existing as a stable intermetallic compound, not only enhances the alloy's high-temperature stability but also improves its oxidation resistance, preventing performance degradation of the control arm due to oxidation during long-term use. Chromium forms a dense oxide film, improving the alloy's corrosion resistance, especially in humid or corrosive environments, effectively protecting the control arm body from corrosion. Cerium, another rare earth element, works synergistically with lanthanum to further refine the grains and improve the alloy's fluidity. During the casting process, the molten metal fills the mold more fully, reducing internal defects. Strontium is modified to change the morphology of the silicon phase in the alloy, transforming it from coarse flakes to fine spheres or short rods, thereby improving the alloy's plasticity and toughness and reducing brittleness. The remaining high-purity aluminum ingot serves as the matrix material, possessing good ductility and conductivity, providing an ideal carrier for the addition of other alloying elements. This ensures that the entire control arm body has excellent comprehensive mechanical properties and reliability. A ball pin 200 is installed at the other end of the control arm body 110, and a connecting shaft 300 is assembled inside the ball pin 200.
[0021] Please refer to this carefully. Figures 3 to 8The ball pin 200 includes a ball pin housing 210 fixedly connected to the inner wall of the control arm body 110. The ball pin housing 210 is hollow inside. A limiting member 220 is installed inside the ball pin housing 210. The inner wall of the ball pin housing 210 has a mounting groove that matches the limiting member 220. An axial clearance member 250 is installed below the limiting member 220. A limiting groove extending to the bottom of the ball pin housing 210 is opened at the top. The limiting groove matches the outer wall of the axial clearance member 250. There are eight sets of limiting grooves, which are distributed in a circular array along the top circumference of the ball pin housing 210. A connecting member 230 (initially in a taut state) is installed inside the axial clearance member 250. A restraining ring 240 extends outward from the inside of the connecting member 230. A wear-resistant device is installed below the restraining ring 240 at a position that fits against the inner wall of the ball pin housing 210. The inner wall of the wear-resistant roll 260 and the ball pin housing 210 is provided with a first clearance groove below the mounting groove. The first clearance groove matches the wear-resistant roll 260. A buffer roll 270 is installed below the wear-resistant roll 260 and fits against the inner wall of the ball pin housing 210. A second clearance groove is provided below the first clearance groove on the inner wall of the ball pin housing 210. The second clearance groove matches the buffer roll 270. The top of both the wear-resistant roll 260 and the buffer roll 270 is provided with a through hole extending to their bottom. The through hole matches the spring rope 231. The wear-resistant roll 260 and the buffer roll 270 are made of soft elastic material. The bottom of the connecting piece 230 is connected to a buffer cover 280. The buffer cover 280 is hollow inside and is made of metal elastic material. The outer wall of the buffer cover 280 is provided with a limiting hole extending to its interior. The limiting hole matches the limiting ball 233. The above structural design facilitates the downward movement of the connecting shaft 300 when the vehicle is traveling on a bumpy road. This downward movement compresses the buffer cover 280, causing it to deform and absorb energy. The deformation of the buffer cover 280 loosens the connecting component 230, allowing the axial clearance component 250, wear-resistant roll 260, and buffer roll 270, which were originally attached to the inner wall of the ball pin housing 210, to gradually return to their original state and separate from the inner wall of the ball pin housing 210. As the connecting shaft 300 continues to move, when the axial clearance component 250, wear-resistant roll 260, and buffer roll 270 are further removed... When the positioning component 250, wear-resistant roll 260, and buffer roll 270 come into contact with and are squeezed by the outer wall of the connecting shaft 300, the axial clearance component 250, wear-resistant roll 260, and buffer roll 270 pull the buffer cover 280 through the connecting component 230. The connecting shaft 300 itself exerts a lifting force on the connecting shaft 300 through the buffer cover 280 and the connecting component 230, thereby reducing the amplitude of vibration of the connecting shaft 300, increasing the comfort of vehicle use, and reducing the wear caused by vibration on the control arm body 110. In this process, the material of the buffer cover 280 has good elasticity and toughness, which can quickly deform and absorb impact energy when squeezed, and quickly rebound and reset after the pressure is released; the tandem component 230 is made of high-strength elastic material to ensure stable torque transmission during the pulling process and avoid additional friction between components; the axial clearance component 250 is covered with a smooth wear-resistant coating, and has an extremely low coefficient of friction when in contact with the outer wall of the connecting shaft 300, effectively reducing wear and loss; the entire structure works together to form a dynamic buffer and support system, which not only significantly reduces the vibration amplitude of the connecting shaft 300 under bumpy road conditions, allowing the driver to experience a smoother driving experience, but also effectively protects key components such as the control arm body 110 and extends the service life of the vehicle suspension system.
[0022] Please refer to this carefully. Figures 3 to 8The limiting component 220 includes an arc-shaped limiting plate 221 that engages with the mounting groove. The bottom end of the arc-shaped limiting plate 221 is fitted with a limiting sleeve 222. There are eight sets of limiting sleeves 222. These eight sets of limiting sleeves 222 are coaxially assembled with the top end of the axial clearance component 250. The bottom end of the limiting sleeve 222 is provided with a rectangular clearance groove that matches the restraint ring 240. The connecting component 230 includes a spring rope 231 that fits inside the axial clearance component 250. The top end of the spring rope 231 is fitted with a top ball 232, and the bottom end of the spring rope 231 is provided with a limiting ball 233. The outer wall of the top ball 232 has through holes penetrating both sides. The through hole matches the outer wall of the restraint ring 240. The axial clearance member 250 includes a contact shaft 251 that fits against the outer wall of the connecting member 230. A wear-resistant shaft 252 is provided below the contact shaft 251 along the extending direction of the connecting member 230. A buffer shaft 253 is provided below the wear-resistant shaft 252 along the extending direction of the connecting member 230. The bottom end of the contact shaft 251 fits against the top end of the outer wall of the wear-resistant roll 260. The top end of the wear-resistant shaft 252 fits against the bottom end of the outer wall of the wear-resistant roll 260. The bottom end of the wear-resistant shaft 252 fits against the top end of the outer wall of the buffer roll 270. The top end of the buffer shaft 253 fits against the bottom end of the outer wall of the buffer roll 270. During driving, road conditions are not constant, so the bumps generated by the vehicle are not always vertically downward. Under the influence of certain terrain factors, such as potholes, gravel roads, or slopes, the connecting shaft 300 will apply pressure in an inclined direction. This situation is more difficult to control than vertical force because the inclined force will generate complex torques and lateral impacts, posing a greater challenge to the stability of the vehicle's suspension system. When the connecting shaft 300 applies pressure to the inner wall of the ball pin housing 210, the wear-resistant roll 260 and the buffer roll 270 are first squeezed. The wear-resistant roll 260 and the buffer roll 270 absorb part of the pressure applied by the connecting shaft 300. The wear-resistant roll 260 is made of highly elastic polyurethane material with a fine textured surface, which can effectively disperse pressure and reduce friction noise. The buffer roll 270 is made of multi-layer rubber composite, which has good elasticity and resilience. When compressed, it will deform, converting some of the impact energy into elastic potential energy for storage, and then slowly releasing it, thereby playing a role in shock absorption and cushioning. When the connecting shaft 300 continues to move until it contacts the contact shaft 251, the wear-resistant shaft 252, and the buffer shaft 253, the contact shaft 251, the wear-resistant shaft 252, and the buffer shaft 253 are deflected within the limiting groove due to the force. The contact shaft 251 is made of high-strength alloy material with a hardened surface. The wear-resistant shaft 252 has a ceramic coating to further improve its wear resistance. The buffer shaft 253 has a built-in micro spring that can provide additional cushioning during the deflection process. The deflection force changes the direction of the force applied by the connecting shaft 300. This deflection angle is usually between 5 and 15 degrees, which can effectively decompose the tilting force into components in multiple directions and reduce the impact intensity in a single direction. Since there are eight sets of axial clearance members 250, evenly distributed around the circumference of the ball pin housing 210, the force transmitted by the connecting shaft 300 after several turns and buffered by the wear-resistant roll 260 and the buffer roll 270 is weakened to negligible. As a result, the hard compressive force transmitted by the vehicle to the connecting shaft 300 is slid away by the axial clearance members 250. The resistance during sliding is minimal, so that the connecting shaft 300 does not make hard contact with the ball pin 200, avoiding direct collision and wear between metal parts, extending service life, and ensuring the stability and comfort of vehicle driving.
[0023] The parts of the device not covered herein are the same as or can be implemented using existing technologies.
[0024] Although embodiments of the present invention have been shown and described, these specific embodiments are merely explanations of the invention and are not intended to limit it. The specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. After reading this specification, those skilled in the art may make modifications, substitutions, and variations to the embodiments as needed without departing from the principles and spirit of the invention, but such modifications, substitutions, and variations are protected by patent law as long as they are within the scope of the claims of the present invention.
Claims
1. A high-strength and high-toughness aluminum alloy automotive control arm, comprising an automotive control arm (100), characterized in that: The vehicle control arm (100) includes a control arm body (110), with a hollow part (120) at both the top and bottom of the control arm body (110). The top of the hollow part (120) has a lightweight hole (130) extending through to its bottom. The control arm body (110) is A-shaped. One end of the control arm body (110) is connected to two sets of connecting sleeves (140), and the other end of the control arm body (110) is equipped with a ball pin (200). A connecting shaft (300) is assembled inside the ball pin (200).
2. The high-strength and high-toughness aluminum alloy automotive control arm according to claim 1, characterized in that: The control arm body (110) is composed of the following components by weight percentage: silicon 3.4% to 26.1%, magnesium 2% to 15%, lanthanum 0.6% to 1.2%, copper 6.4% to 14.8%, titanium 13.2% to 19.3%, chromium 8.8% to 10.7%, cerium 1% to 12.6%, strontium 6% to 18.9%, with the balance being high-purity aluminum ingots.
3. The high-strength and high-toughness aluminum alloy automotive control arm according to claim 1, characterized in that: The ball pin (200) includes a ball pin housing (210) fixedly connected to the inner wall of the control arm body (110). The ball pin housing (210) is hollow inside. A limiting member (220) is installed inside the ball pin housing (210). An axial clearance member (250) is installed below the limiting member (220). A connecting member (230) is installed inside the axial clearance member (250). A binding ring (240) extends outward from the inside of the connecting member (230). A wear-resistant roll (260) is installed below the binding ring (240) at a position close to the inner wall of the ball pin housing (210). A buffer roll (270) is installed below the wear-resistant roll (260) at a position close to the inner wall of the ball pin housing (210). A buffer cover (280) is connected to the bottom end of the connecting member (230).
4. The high-strength and high-toughness aluminum alloy automotive control arm according to claim 3, characterized in that: The inner wall of the ball pin housing (210) is provided with an installation groove that matches the limiting member (220). The inner wall of the ball pin housing (210) is provided with a first clearance groove below the installation groove. The first clearance groove matches the wear-resistant roll (260). The inner wall of the ball pin housing (210) is provided with a second clearance groove below the first clearance groove. The second clearance groove matches the buffer roll (270).
5. The high-strength and high-toughness aluminum alloy automotive control arm according to claim 4, characterized in that: The top of the ball pin housing (210) is provided with a limiting groove extending to its bottom end. The limiting groove matches the outer wall of the axial clearance member (250). There are eight sets of limiting grooves, which are distributed in a circular array along the top circumference of the ball pin housing (210).
6. The high-strength and high-toughness aluminum alloy automotive control arm according to claim 4, characterized in that: The limiting component (220) includes an arc-shaped limiting plate (221) that engages with the mounting groove. The bottom end of the arc-shaped limiting plate (221) is fitted with a limiting sleeve (222). There are eight sets of limiting sleeves (222). The eight sets of limiting sleeves (222) are coaxially assembled with the top end of the axial clearance component (250). The bottom end of the limiting sleeve (222) is provided with a rectangular clearance groove, which matches the restraint ring (240).
7. The high-strength and high-toughness aluminum alloy automotive control arm according to claim 3, characterized in that: The connecting member (230) includes a spring rope (231) that fits inside the axial relief member (250). The top end of the spring rope (231) is fitted with a top ball (232), and the bottom end of the spring rope (231) is provided with a limiting ball (233). The outer wall of the top ball (232) is provided with a through hole that runs through both sides of it, and the through hole matches the outer wall of the restraint ring (240).
8. The high-strength and high-toughness aluminum alloy automotive control arm according to claim 3, characterized in that: The axial clearance member (250) includes a contact shaft (251) that fits against the outer wall of the connecting member (230). A wear-resistant shaft (252) is provided below the contact shaft (251) along the extension direction of the connecting member (230). A buffer shaft (253) is provided below the wear-resistant shaft (252) along the extension direction of the connecting member (230). The bottom end of the contact shaft (251) fits against the top end of the outer wall of the wear-resistant roll (260). The top end of the wear-resistant shaft (252) fits against the bottom end of the outer wall of the wear-resistant roll (260). The bottom end of the wear-resistant shaft (252) fits against the top end of the outer wall of the buffer roll (270). The top end of the buffer shaft (253) fits against the bottom end of the outer wall of the buffer roll (270).
9. A high-strength and high-toughness aluminum alloy automotive control arm according to claim 7, characterized in that: The buffer cover (280) is hollow inside. The buffer cover (280) is made of elastic metal material. The outer wall of the buffer cover (280) has a limiting hole that extends into its interior. The limiting hole matches the limiting ball (233).
10. A high-strength and high-toughness aluminum alloy automotive control arm according to claim 7, characterized in that: The top of both the wear-resistant roll (260) and the buffer roll (270) is provided with a through hole extending to its bottom. The through hole is matched with the spring rope (231). The wear-resistant roll (260) and the buffer roll (270) are made of soft elastic material.