Design method of automobile control arm, automobile control arm, and electronic device

Abstract

The application provides a design method of an automobile control arm, comprising: obtaining a wheel track of the automobile; judging whether a condition of adjusting a ball pin seat is met according to the wheel track; if the condition is met, obtaining a target crush deformation mode of the automobile control arm, and adjusting a structure of the ball pin seat according to the wheel track and the target crush deformation mode, wherein a length of the ball pin seat is adjusted to meet a requirement of the automobile control arm reaching the wheel track, and a bending angle of the ball pin seat is adjusted to meet the target crush deformation mode. The design method of the application does not need to newly open a control arm body mold and a mold of a steering knuckle, thereby reducing the cost of developing the same platform vehicle model and improving the research and development efficiency; and the structure of the control arm after design meets the requirement of a deformation mode when failure occurs, thereby ensuring that the ball pin and the ball pin seat will not be separated after being crushed. The application also provides an automobile control arm designed by using the design method and an electronic device for executing the design method.

Description

Technical Field

[0001] This invention belongs to the field of automotive design technology, and specifically relates to an automotive control arm design method, an automotive control arm designed using this method, and an electronic device for implementing the automotive control arm design method. Background Technology

[0002] To improve the efficiency of vehicle R&D and reduce development costs, more and more automakers are adopting a "platform-based" R&D model, which standardizes components such as engine assembly, transmission assembly, chassis assembly, vehicle electrical system and wiring harness, in order to maximize the sharing of components between different models.

[0003] Due to requirements in layout and performance, the wheelbase and axle load may vary between models on the same platform. In automobiles, to address changes in wheelbase, adjustments to components such as the subframe, control arms, and steering knuckles are necessary. The control arm connects to the wheel via a ball joint and to the frame via a bushing, elastically connecting the wheel and body and transmitting forces acting on the wheel to the body, ensuring the wheel moves along a specific trajectory. Traditionally, adjusting the control arm to address changes in wheelbase involves directly modifying its structure. This requires creating new control arm molds, and may even necessitate remaking molds for the frame, steering knuckle, etc., increasing costs. Summary of the Invention

[0004] The purpose of this invention is to solve the problem that existing technologies require new molds and thus increase costs when directly adjusting the length of the control arm to accommodate changes in wheel track.

[0005] To address the aforementioned technical problems, embodiments of the present invention disclose a design method for an automotive control arm. The automotive control arm includes a control arm body and a ball joint seat, which are detachably fixedly connected by at least one fastener. The design method includes:

[0006] S1: Obtain the wheel track of the car and determine whether the conditions for adjusting the ball joint seat are met based on the wheel track.

[0007] If so, proceed to step S2;

[0008] S2: Obtain the target crush deformation pattern of the vehicle control arm, and adjust the structure of the ball joint seat according to the wheelbase and the target crush deformation pattern. Specifically, adjust the length of the ball joint seat to meet the wheelbase requirements of the vehicle control arm; adjust the bending angle of the ball joint seat to meet the target crush deformation pattern.

[0009] By adopting the above technical solution, the structure of the ball joint seat in the split control arm is adjusted to adapt to the wheel track changes of the new model, without changing the structure of the control arm body. This eliminates the need to create new molds for the control arm body and steering knuckle, reducing the development cost of the same platform model and improving R&D efficiency. Furthermore, the structure of the ball joint seat is adjusted based on the target crush deformation mode of the control arm to ensure that the designed control arm structure meets the requirements of the deformation mode under failure, thereby ensuring that the ball joint and ball joint seat will not detach after crushing.

[0010] According to another specific embodiment of the present invention, a design method disclosed in the embodiment of the present invention includes adjusting the conditions of the ball pin seat as follows: the wheel track is within a preset threshold range.

[0011] According to another specific embodiment of the present invention, a design method disclosed in the present invention involves a control arm body and a ball joint seat being detachably fixedly connected by at least three fasteners. In step S2, adjusting the bending angle of the ball joint seat to satisfy the target crushing deformation mode includes: adjusting the bending angle of the ball joint seat so that the included angle formed by the first surface and the second surface satisfies the target crushing deformation mode; wherein, the first surface is the plane containing the center of the front bushing of the control arm body, the center of the rear bushing, and the center of the ball cup of the ball joint seat, and the second surface is the plane containing the centers of at least three fasteners.

[0012] The above technical solution facilitates the control of the bending angle of the ball pin seat, thereby improving the accuracy of the design process.

[0013] According to another specific embodiment of the present invention, a design method disclosed in this embodiment, adjusting the bending angle of the ball pin seat so that the included angle formed by the first surface and the second surface satisfies the target crushing deformation mode includes: S21: increasing or decreasing the included angle formed by the first surface and the second surface by a first angle, and obtaining the adjusted crushing deformation mode of the vehicle control arm by simulation analysis in a finite element simulation model; S22: determining whether the crushing deformation mode is consistent with the target crushing deformation mode; if not, then continuing to step S21.

[0014] The above technical solution is adopted to prevent the bending angle of the ball pin seat from being too large or too small, which would affect the structural strength and working angle of the ball pin seat.

[0015] According to another specific embodiment of the present invention, a design method disclosed in the embodiment of the present invention further includes step S22: if it is determined that the crushing deformation mode is consistent with the target crushing deformation mode, then the included angle formed by the first surface and the second surface is further increased or the second angle is decreased.

[0016] By adopting the above technical solution, the influence of assembly position deviation can be eliminated.

[0017] According to another specific embodiment of the present invention, a design method disclosed in the embodiment of the present invention further includes:

[0018] S3: Obtain the mechanical performance parameters of the car control arm after adjusting the structure of the ball pin seat, and determine whether the mechanical performance parameters meet the target mechanical performance parameters;

[0019] If so, then the adjusted vehicle control arm is determined as the target vehicle control arm;

[0020] If not, adjust the car control arm and continue to step S3; whereby

[0021] Adjusting the vehicle control arm includes adjusting the ball joint seat, adjusting the fasteners, and setting at least one of the following: adjusting the ball joint seat, adjusting the fasteners, and setting the reinforcing structure.

[0022] By adopting the above technical solution, it is ensured that the designed vehicle control arm meets the mechanical performance design requirements, so as to ensure the stability and reliability of the vehicle control arm.

[0023] According to another specific embodiment of the present invention, an embodiment of the present invention discloses a design method in which the mechanical performance parameters include the durability, stiffness, strength, and abuse resistance of the vehicle control arm. In step S3, further adjusting the structure of the ball pin seat includes: setting a reinforcing structure on the control arm body.

[0024] According to another specific embodiment of the present invention, an embodiment of the present invention discloses a design method in which the mechanical performance parameters include the strength of the fastener and the anti-slip performance of the fastener. In step S3, the further adjustment of the vehicle control arm includes: adjusting the type of the fastener and / or adjusting the strength of the fastener.

[0025] The present invention also discloses an automobile control arm designed based on the automobile control arm design method provided by the present invention, comprising a control arm body and a ball joint seat, wherein the control arm body and the ball joint seat are detachably fixedly connected by at least one fastener; the control arm body is used to connect to the subframe of the automobile, and the ball joint seat is used to connect to the wheels of the automobile.

[0026] The present invention also discloses an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the design method of the automobile control arm provided by the present invention. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the structure of the control arm in the design method of the automobile control arm provided by the present invention;

[0028] Figure 2 This is a flowchart of the design method for an automotive control arm provided in Embodiment 1 of the present invention;

[0029] Figure 3 This is a schematic diagram of the ball pin seat with different bending angles in the design method of the automobile control arm provided by the present invention;

[0030] Figure 4 This is a schematic diagram of the structure of the simulation model built when analyzing the crushing deformation mode of the control arm through finite element simulation in the design method of the automobile control arm provided by the present invention.

[0031] Figure 5 This is a schematic diagram of the structure when the crushing deformation mode of the control arm is convex upward, as analyzed in the design method of the automobile control arm provided by the present invention.

[0032] Figure 6 This is a flowchart of the design method for the automobile control arm provided in Embodiment 2 of the present invention;

[0033] Figure 7 This is a schematic diagram of a specific implementation of the design method for an automobile control arm provided in Embodiment 2 of the present invention, in which a reinforcing structure is provided on the control arm body.

[0034] Explanation of reference numerals in the attached figures:

[0035] 1. Control arm body;

[0036] 11. Front bushing; 12. Rear bushing;

[0037] 2. Ball joint seat;

[0038] 21. Main body; 22. Connecting arm;

[0039] 3. Fasteners;

[0040] 4. Grounding spring unit;

[0041] 5. First page;

[0042] 6. Second page;

[0043] 7. Patch. Detailed Implementation

[0044] During automotive design, the wheelbase may change, necessitating adjustments to components such as the subframe, control arms, and steering knuckles to meet development requirements. The control arm, a guiding and force-transmitting element of the vehicle's suspension system, connects to the wheel via a ball joint and to the frame via bushings, elastically linking the wheel and body and transmitting forces from the wheel to the body, ensuring the wheel moves along a specific trajectory. Traditionally, adjusting the control arm to accommodate changes in wheelbase involves directly modifying its structure. This requires creating new control arm molds, and potentially even new molds for the frame and steering knuckle, increasing costs.

[0045] To address the aforementioned problems, this invention provides a design method for an automotive control arm. This method is designed for a split control arm, comprising a control arm body and a ball joint seat, which are detachably connected by at least one fastener. When the wheelbase changes, the structure of the ball joint seat in the split control arm is adjusted according to the wheelbase and the target crush deformation mode of the automotive control arm to adapt to the wheelbase change of the new vehicle model, without altering the control arm body structure. Therefore, this design method eliminates the need for new molds for the control arm body and steering knuckle, reducing development costs and improving R&D efficiency for vehicles on the same platform. Furthermore, it ensures that the designed control arm structure meets the requirements of the failure deformation mode, thus guaranteeing that the ball joint and ball joint seat will not detach after crushing.

[0046] To better understand the design method of the automobile control arm provided in this application and the obtained automobile control arm, the design method of the automobile control arm will be described in detail below with reference to the accompanying drawings.

[0047] Example 1

[0048] This embodiment provides a design method for an automotive control arm, specifically for a split-type control arm, such as... Figure 1 As shown, the vehicle control arm includes a separate control arm body 1 and a ball joint seat 2, which are machined separately. The control arm body 1 and the ball joint seat 2 are detachably fixedly connected by at least one fastener 3. The control arm body 1 has a front bushing 11 and a rear bushing 12 for connection with the subframe. The ball joint seat 2 includes a body 21 and a connecting arm 22 for connection with the control arm body 1. The body 21 includes a ball cup for setting the ball head. The fastener 3 can be a bolt, and the specific number can be one, two, three, or four, etc. In one specific embodiment, such as... Figure 1 As shown, there are three fasteners 3.

[0049] like Figure 2 As shown, the design method includes: S1: Obtain the wheelbase of the vehicle, and determine whether the conditions for adjusting the ball joint seat 2 are met based on the wheelbase; if so, proceed to step S2; S2: Obtain the target crushing deformation mode of the vehicle control arm, and adjust the structure of the ball joint seat 2 according to the wheelbase and the target crushing deformation mode, wherein the length of the ball joint seat 2 is adjusted until the vehicle control arm meets the wheelbase requirements; the bending angle of the ball joint seat 2 is adjusted to meet the target crushing deformation mode. Each step is explained in detail below.

[0050] Step S1: Obtain the wheelbase of the car design, and determine whether the conditions for adjusting the ball joint seat 2 are met based on the wheelbase; if yes, proceed to step S2 (i.e., adjust the structure of the ball joint seat); if no, look for other design methods.

[0051] When the wheelbase of a newly designed vehicle on the same platform differs from that of a conventional vehicle, the length of the control arm corresponding to the conventional vehicle on the platform also needs to be adjusted accordingly. This invention adapts to this change by adjusting the structure of the ball joint seat 2. However, the control arm must possess sufficient rigidity and strength to withstand prolonged use and ensure its stability and reliability. If the wheelbase change is too large, and changing the structure of the ball joint seat 2 cannot achieve the desired result, or if changing the structure of the ball joint seat 2 would significantly impact the rigidity and strength of the control arm and fail to meet requirements, then alternative design methods need to be explored. The specific conditions for adjusting the ball joint seat 2 can be determined based on bench testing, the structural characteristics of the control arm, and the engineer's experience.

[0052] A minor adjustment to the wheelbase results in minimal change; altering the length of the ball joint 2 satisfies the connection requirements with minimal impact on the control arm's mechanical performance. No further modifications are needed; the mechanical performance of the control arm can be met simply by adjusting the structure of the ball joint 2 or through other straightforward methods. Therefore, in one specific embodiment, the conditions for adjusting the ball joint 2 include: the wheelbase is within a preset threshold range, i.e., the wheelbase is greater than a first preset threshold and less than a second preset threshold, and the range between the first and second preset thresholds is the preset threshold range. The preset threshold range is determined based on the wheelbase of a conventional vehicle model; that is, the change in the wheelbase of the vehicle used in the design method of this invention compared to the wheelbase of a conventional vehicle is limited to a certain range based on the preset threshold range.

[0053] However, the wheel track adjustment range is large, and simply changing the ball joint seat 2 cannot meet the control arm connection requirements. If the wheel track is reduced significantly, the structural layout characteristics of the control arm may prevent the ball joint seat 2 from being reduced to the design requirements in order to adapt to the wheel track. In this case, it is necessary to consider redesigning the control arm body 1 or the steering knuckle structure, which would require re-opening the mold.

[0054] Step S2: Obtain the target crushing deformation pattern of the vehicle control arm, and adjust the structure of the ball joint seat 2 according to the wheel track and the target crushing deformation pattern. Specifically, adjust the length of the ball joint seat 2 until the vehicle control arm meets the wheel track requirements; adjust the bending angle of the ball joint seat 2 to meet the target crushing deformation pattern.

[0055] After the control arm is subjected to a lateral crushing force at the ball joint seat 2, it will deform, and the direction of its deformation (convex or concave) is the crushing deformation mode. The target crushing deformation mode is the crushing deformation mode that is desired to be achieved in the design. The target crushing deformation mode needs to ensure that the ball head and the ball joint seat 2 will not detach after crushing. The target crushing deformation mode can be determined based on bench testing or engineer experience. Adjusting the structure of the ball joint seat 2 according to the wheelbase includes adjusting the length of the ball joint seat 2 to meet the wheelbase requirements of the vehicle control arm. That is, if the wheelbase increases, the length of the ball joint seat 2 is increased; if the wheelbase decreases, the length of the ball joint seat 2 is decreased. More specifically, the length of the ball joint seat 2 can be adjusted by adjusting the length of the connecting arm 22.

[0056] Adjusting the structure of the ball pin seat 2 according to the target crushing deformation mode includes adjusting the bending angle of the ball pin seat 2 to meet the target crushing deformation mode. In this invention, the bending angle of the ball pin seat 2 refers to the arc along its length extension direction. Adjusting the bending angle can change the relative angle between the plane containing the connecting arm 22 of the ball pin seat 2 and the main body 21. Other adjustment methods can also be used, as long as the adjusted ball pin seat 2, after being connected to the control arm body 1 via fasteners, can achieve the target crushing deformation mode. For example... Figure 3 The diagram shows two ball joint seats 2 with different bending angles (angle A and angle B in the figure) in one specific embodiment. The position of the ball cup center is fixed, and the plane containing the connecting arm 22 is at different angles. Fixing the position of the ball cup center is to adapt the adjusted ball cup to the installation of the ball joint of this type of vehicle. After adjusting the bending angle of the ball joint seat 2, the crushing deformation mode of the control arm after adjusting the ball joint seat 2 can be determined through finite element simulation analysis. This allows for a determination of whether the crushing deformation mode matches the target crushing deformation mode. If they do not match, further adjustment is performed. More specifically, as... Figure 4 As shown, when building the simulation model, the bushing on the control arm body 1 is connected to the grounding spring unit 4 to achieve fixed constraint at the other end of the bushing. The six-way stiffness of the grounding spring unit 4 is referenced to the six-way stiffness of the bushing to simulate the bushing structure. Then, a y-direction pressure is applied to the ball cup position of the ball pin seat 2 until it is crushed, and the crushing deformation mode of the control arm is analyzed.

[0057] In one specific embodiment of the present invention, such as Figure 1 As shown, the control arm body 1 and the ball pin seat 2 are connected by at least three fasteners 3. Figure 1 The ball pin seat 2 (shown as 3 in the diagram) is detachably fixedly connected. Adjusting the bending angle of the ball pin seat 2 to meet the target crushing deformation mode includes: adjusting the bending angle of the ball pin seat 2 so that the angle formed by the first surface 5 and the second surface 6 after the ball pin seat 2 is fixedly connected to the control arm body 1 reaches a certain value, thereby ensuring that the crushing test meets the target crushing deformation mode; wherein, the first surface 5 is the plane containing the center of the front bushing 11, the center of the rear bushing 12, and the center of the ball cup of the ball pin seat 2 of the control arm body 1, and the second surface 6 is the plane containing the centers of at least three fasteners 3. That is, in this embodiment, the bending angle of the ball pin seat 2 is gradually adjusted according to the size of the angle formed by the first surface 5 and the second surface 6, which facilitates the control of the change in the bending angle of the ball pin seat 2, thereby improving the accuracy of the design process.

[0058] In one specific embodiment of the present invention, adjusting the bending angle of the ball pin seat 2 so that the included angle formed by the first surface 5 and the second surface 6 satisfies the target crushing deformation mode includes: S21: changing the bending angle of the ball pin seat 2 to increase or decrease the included angle formed by the first surface 5 and the second surface 6, and obtaining the crushing deformation mode of the adjusted vehicle control arm through simulation analysis in the finite element simulation model; S22: determining whether the crushing deformation mode is consistent with the target crushing deformation mode; if yes, completing the design and determining the adjusted vehicle control arm as the target vehicle control arm; if no, continuing with step S21.

[0059] As the bending angle of the ball joint seat 2 rises (e.g.) Figure 3 At the mid-angle (B), the crushing deformation pattern of the control arm tends to convex upwards; as the bending angle tilts downwards (e.g., ...), the control arm's crushing deformation pattern tends to convex upwards. Figure 3 At angle A), the crushing deformation mode of the control arm tends to be concave, where, Figure 5 The diagram shows the convex crushing deformation mode. However, when the angle exceeds a certain range, it may become too large or too small, potentially affecting the structural strength and working rotation angle of the ball pin seat 2. Therefore, when designing the bending angle of the ball pin seat 2, simulation analysis is performed after each small change in the angle formed by the first surface 5 and the second surface 6 (i.e., the first angle) to find the critical angle for achieving the target crushing deformation mode. That is, if the first angle deforms convexly or concavely, and the next angle deforms concavely or convexly, then the next angle is the critical angle. The first angle is determined based on experimental results or experience and can be in the range of 0.3-0.7 degrees, specifically 0.5 degrees.

[0060] Furthermore, in one specific embodiment of the present invention, step S22 further includes: if the crushing deformation mode is determined to be consistent with the target crushing deformation mode, then the bending angle of the ball pin seat 2 is further increased or decreased by a second angle. Because of the positional deviation of the control arm during assembly, after finding the critical included angle, a certain angle (the second angle) is further increased or decreased to eliminate the influence of the assembly positional deviation. The second angle is determined based on experimental results or experience, and can be in the range of 0.1-0.4 degrees, specifically 0.2 degrees.

[0061] This embodiment also provides an automotive control arm, such as... Figure 1 As shown, the vehicle control arm is designed using the design method provided in this embodiment, including a control arm body 1 and a ball joint seat 2. The control arm body 1 and the ball joint seat 2 are detachably fixedly connected by at least one fastener 3. In the design, the length of the ball joint seat 2 is adjusted so that the vehicle control arm meets the wheelbase requirements, and the bending angle of the ball joint seat 2 is adjusted to meet the target crushing deformation mode. The obtained control arm body 1 is used to connect with the vehicle subframe, and the ball joint seat 2 is used to connect with the vehicle steering knuckle.

[0062] When the wheelbase of a vehicle on the same platform changes, the design method of the automotive control arm in this embodiment does not change the control arm body structure. Only the structure of the ball joint seat is adjusted to adapt to the wheelbase change of the new model. This eliminates the need for new molds for the control arm body and steering knuckle. Furthermore, the cost of the ball joint seat mold accounts for only a small portion of the total control arm mold cost. Therefore, the design method of this invention optimizes the control arm structure at a lower cost, reducing the development cost of vehicles on the same platform. The automotive control arm structure obtained in this embodiment meets the requirements for the deformation mode in case of failure, thus ensuring that the ball joint and ball joint seat will not detach after crushing.

[0063] It should be noted that, since split control arms are mostly front lower control arms, the design method of the automotive control arm in this embodiment is mainly applicable to the optimization of front lower control arms.

[0064] Example 2

[0065] This embodiment provides a design method for an automotive control arm, based on the design method for an automotive control arm provided in Embodiment 1, such as... Figure 6 As shown, the method also includes step S3: obtaining the mechanical performance parameters of the vehicle control arm after adjusting the structure of the ball joint seat, and determining whether the mechanical performance parameters meet the target mechanical performance parameters; if yes, then the adjusted vehicle control arm is determined to be the target vehicle control arm; if not, then the vehicle control arm is adjusted, and step S3 continues. Adjusting the vehicle control arm includes at least one of adjusting the ball joint seat, adjusting the fasteners, and setting a reinforcing structure.

[0066] After adjusting the ball joint structure, the resulting control arm should meet the preset mechanical performance requirements. Therefore, preferably, the mechanical performance (such as stiffness, durability, and abusibility) of the vehicle control arm after ball joint adjustment is analyzed to obtain mechanical performance parameters. These parameters can be obtained through finite element simulation analysis. If a small change to the ball joint structure may not significantly affect the overall mechanical performance of the control arm and can meet the requirements for durability and abusibility, the design is complete, and the adjusted vehicle control arm is identified as the target vehicle control arm. However, if the change to the ball joint structure is relatively large and affects the overall mechanical performance of the control arm, further improvement measures are needed to enhance the mechanical performance. These improvement measures do not alter the structure of the control arm itself.

[0067] In one specific embodiment of the present invention, the mechanical performance parameters include the durability, stiffness, strength, and abuse resistance of the vehicle control arm. In step S3, further adjusting the structure of the ball pin seat includes setting a reinforcing structure on the control arm body.

[0068] Specifically, when one or more of the requirements for durability, stiffness, strength, and abuse resistance are not met, a reinforcing structure is provided and adjusted to meet all the requirements for durability, stiffness, strength, and abuse resistance. The reinforcing structure can be additional stiffeners, patches, etc., and can be installed on the control arm body by welding or other methods. In one specific embodiment, such as... Figure 7 As shown, a patch 7 is welded onto the control arm body 1 for reinforcement. The patch 7 can be made of low-strength steel to reduce material costs and mold opening expenses. The structure and welding position of the patch 7 can be determined through simulation.

[0069] In one specific embodiment of the present invention, the mechanical performance parameters include the strength of the fastener and the anti-slip performance of the fastener. In step S3, further adjusting the vehicle control arm includes adjusting the type of the fastener and / or adjusting the strength of the fastener.

[0070] Specifically, when one or both of the fastener's strength and anti-slip properties fail to meet the requirements, the fastener should be adjusted to meet both requirements. When the fastener is a bolt, this can be achieved by increasing the bolt's nominal diameter or upgrading its strength grade.

[0071] It should be noted that in the specific design, one of the two adjustment methods mentioned above (i.e., setting a reinforcing structure on the control arm body, and adjusting the type and / or strength of the fasteners) can be performed, or both can be performed.

[0072] This embodiment also provides an automotive control arm, which is designed using the design method provided in this embodiment. That is, based on the automotive control arm provided in Embodiment 1, at least one of the following can be further adjusted: ball pin seat, fastener, and reinforcing structure.

[0073] The design method of the vehicle control arm adopted in this embodiment ensures that the designed vehicle control arm meets the mechanical performance design requirements and ensures the stability and reliability of the vehicle control arm.

[0074] Example 3

[0075] This embodiment provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, it implements the design method of the car control arm in Embodiment 1 or Embodiment 2.

[0076] It should be noted that, in addition to the specific embodiments described above, those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention is presented in conjunction with preferred embodiments, this does not mean that the features of the invention are limited to these embodiments. On the contrary, the purpose of describing the invention in conjunction with the embodiments is to cover other options or modifications that may be derived based on the claims of the present invention. To provide a deep understanding of the invention, many specific details are included in the above description, and the invention may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of the invention, some specific details will be omitted in the description. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0077] It should be noted that similar reference numerals and letters in this specification are similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0078] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0079] While the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the invention to these descriptions. Various changes in form and detail can be made by those skilled in the art, including several simple deductions or substitutions, without departing from the spirit and scope of the invention.

Claims

1. A design method of a vehicle control arm including a control arm body and a ball stud seat which are detachably fixedly connected by at least one fastener, characterized in that, The design method includes: S1: Obtain the wheel track of the car, and determine whether the conditions for adjusting the ball joint seat are met based on the wheel track; If so, proceed to step S2; S2: Obtain the target crush deformation pattern of the vehicle control arm, and adjust the structure of the ball joint seat according to the wheel track and the target crush deformation pattern, wherein, Adjust the length of the ball joint seat until the vehicle control arm meets the wheel track requirements; Adjust the bending angle of the ball pin seat to meet the target crushing deformation mode.

2. The design method of claim 1, wherein, The conditions for adjusting the ball joint include: the wheel track is within a preset threshold range.

3. The design method of claim 1, wherein, The control arm body and the ball pin seat are detachably fixedly connected by at least three fasteners. In step S2, adjusting the bending angle of the ball pin seat to meet the target crushing deformation mode includes: Adjust the bending angle of the ball pin seat so that the included angle between the first surface and the second surface satisfies the target crushing deformation mode; wherein, The first surface is the plane containing the center of the front bushing, the center of the rear bushing, and the center of the ball cup of the ball pin seat of the control arm body, and the second surface is the plane containing the centers of at least three of the fasteners.

4. The design method of claim 3, wherein, Adjusting the bending angle of the ball pin seat so that the included angle between the first surface and the second surface satisfies the target crushing deformation mode includes: S21: Increase or decrease the angle between the first surface and the second surface by a first angle, and obtain the adjusted crushing deformation mode of the vehicle control arm through simulation analysis in the finite element simulation model. S22: Determine whether the crushing deformation mode is consistent with the target crushing deformation mode; If not, proceed to step S21.

5. The design method of claim 4, wherein, Step S22 further includes: if it is determined that the crushing deformation mode is consistent with the target crushing deformation mode, then the angle formed by the first surface and the second surface is further increased or the second angle is decreased.

6. A design method according to any one of claims 1 to 5, characterized in that, The design method further includes: S3: Obtain the mechanical performance parameters of the vehicle control arm after adjusting the structure of the ball pin seat, and determine whether the mechanical performance parameters have reached the target mechanical performance parameters; If so, then the adjusted vehicle control arm is determined to be the target vehicle control arm; If not, adjust the vehicle control arm and continue to step S3; wherein Adjusting the vehicle control arm includes adjusting the ball joint seat, adjusting the fastener, and providing at least one of the following:

7. The design method of claim 6, wherein, The mechanical performance parameters include the durability, stiffness, strength, and abuse resistance of the vehicle control arm. In step S3, further adjusting the structure of the ball joint seat includes: A reinforcing structure is provided on the control arm body.

8. The design method of claim 7, wherein, The mechanical performance parameters include the strength of the fastener and the anti-slip performance of the fastener. In step S3, further adjusting the vehicle control arm includes: Adjust the type of the fastener and / or adjust the strength of the fastener.

9. A control arm for a vehicle, comprising a control arm body and a ball stud seat, the control arm body and the ball stud seat being detachably fixedly connected by at least one fastener; characterized in that, The vehicle control arm is designed using the design method described in any one of claims 1-8. The control arm body is used to connect with the vehicle's subframe, and the ball joint seat is used to connect with the vehicle's wheels. 10.An electronic device comprising a memory and a processor, the memory storing a computer program, wherein, When the processor executes the computer program, it implements the design method of the automobile control arm as described in any one of claims 1-8.

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