Suspension control arm, suspension system and vehicle

Abstract

The utility model provides a suspension control arm, a suspension system and a vehicle. The suspension control arm comprises a control arm body, an elastic buffer mechanism is arranged on the control arm body, the elastic buffer mechanism can abut against a vehicle body under wheel jump excitation, and the elastic buffer mechanism comprises a base and an elastic buffer block arranged on the base; the elastic buffering mechanism is fixed to the control arm body through a base and abuts against a vehicle body through an elastic buffering block. According to the suspension control arm, the elastic buffering mechanism composed of the base and the elastic buffering block is arranged on the control arm body, the suspension control arm abuts against a vehicle body through the elastic buffering mechanism under wheel jump excitation, the overlarge wheel jump stroke can be limited, large wheel jump can be avoided, and the service life of the suspension control arm is prolonged. And the driving comfort of the vehicle can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle parts, and in particular to a suspension control arm. Meanwhile, the utility model also relates to a suspension system provided with the suspension control arm, and a vehicle provided with the suspension system. Background Art

[0002] Suspension is an important component of the vehicle's driving system, which directly affects the stability, operability and comfort of the vehicle. The suspension system mainly includes independent suspension, non-independent suspension and semi-independent suspension.

[0003] The structural feature of the non-independent suspension system is that the wheels on both sides are connected by an integral frame, and the wheels together with the axle are connected under the frame through an elastic suspension system. The non-independent suspension system has the advantages of simple structure, low cost, high strength, easy maintenance, and small changes in the front wheel positioning during driving. However, the structural design of the non-independent suspension in the prior art is unreasonable, resulting in the wheels not being able to be limited when wheel hop occurs, which is not conducive to improving the driving comfort of the vehicle. Utility Model Content

[0004] In view of this, the utility model aims to provide a suspension control arm to limit the wheel jump travel when the wheel jump is large, thereby improving the driving comfort of the vehicle.

[0005] In order to achieve the above object, the technical solution of the utility model is implemented as follows:

[0006] A suspension control arm comprises a control arm body; an elastic buffer mechanism is provided on the control arm body, the elastic buffer mechanism can abut against a vehicle body under wheel hop excitation, and the elastic buffer mechanism comprises a base and an elastic buffer block provided on the base; the elastic buffer mechanism is fixed to the control arm body through the base, and abuts against the vehicle body through the elastic buffer block.

[0007] Furthermore, the control arm body includes a rod body and bushings arranged at both ends of the rod body, and the elastic buffer mechanism is arranged at one end of the rod body.

[0008] Furthermore, the base is detachably connected to the rod body.

[0009] Furthermore, the base is connected to the rod body through a screw structure.

[0010] Furthermore, the screw connection structure includes a threaded connection hole provided on the rod body, and a connection stud provided on the base, and the connection stud is screwed in the threaded connection hole.

[0011] Furthermore, a groove is provided on the top surface of the elastic buffer block, and the groove is an annular groove arranged along the circumference of the elastic buffer block, and the grooves are multiple and concentrically arranged; and / or, a boss is formed at one end of the rod body provided with the elastic buffer mechanism, and the base is fixed on the boss.

[0012] Furthermore, a receiving groove is provided on the base, the bottom of the elastic buffer block is connected to the receiving groove, and the cross-sections of the receiving groove and the elastic buffer block are circular.

[0013] Furthermore, in the thickness direction of the elastic buffer block, the cross section of the elastic buffer block is gradually reduced in the direction away from the base.

[0014] Compared with the prior art, the utility model has the following advantages:

[0015] The suspension control arm described in the utility model, by arranging an elastic buffer mechanism composed of a base and an elastic buffer block on the control arm body, abuts against the vehicle body through the elastic buffer mechanism under wheel jump excitation, can limit the excessive wheel jump stroke, avoid large wheel jump, and help to improve the driving comfort of the vehicle.

[0016] In addition, the control arm body is composed of a rod body and a shaft sleeve, which has a simple structure, is easy to design and manufacture, and is also convenient for the setting of an elastic buffer mechanism and reliable contact with the vehicle body. The base is detachable, which is convenient for the later maintenance and replacement of the elastic buffer mechanism and can improve the maintenance economy of the vehicle. The base is connected to the rod body through a screw connection structure. On the basis of realizing a detachable connection, it also has the advantages of a simple structure, easy connection operation, and can ensure connection reliability. The screw connection structure is composed of a threaded connection hole provided on the rod body and a connecting stud provided on the base. It has a simple structure and is easy to design and prepare.

[0017] In addition, by providing a groove on the top of the elastic buffer block, the elastic buffer block can be in better contact with the vehicle body, which helps to reduce the abnormal noise generated when the elastic buffer block abuts against the vehicle body; by forming a boss on the rod body, the base is fixed on the boss, which is conducive to the setting of the elastic buffer mechanism on the control arm. Providing a receiving groove on the base can facilitate the setting of the elastic buffer block on the base, and at the same time, the cross-section of the receiving groove and the elastic buffer block is circular, which helps to evenly bear the force when abutting against the vehicle body, and can ensure the stability of the use of the elastic buffer mechanism.

[0018] Furthermore, by gradually reducing the cross-section of the elastic buffer block, when it abuts against the vehicle body, the impact force received by the upper part with a smaller cross-section can be decomposed by the lower part with a larger cross-section. At the same time, the lower part with a larger cross-section can also increase the connection area between the elastic buffer block and the mounting base, which is beneficial to improving the buffering stability and the stability of the overall structure of the elastic buffer mechanism.

[0019] In addition, another object of the present invention is to provide a suspension system, which is a non-independent suspension system and is provided with the suspension control arm as described above.

[0020] The suspension system described in the utility model, by providing the suspension control arm as described above, is conducive to solving the problem of poor vehicle comfort caused by large wheel hop in the prior art, and has good practicality.

[0021] In addition, the utility model also provides a vehicle, in which the suspension system as described above is provided.

[0022] The vehicle described in the utility model is helpful to improve the driving comfort by providing the suspension system as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the accompanying drawings:

[0024] Figure 1 It is a structural schematic diagram of the suspension control arm described in the first embodiment of the utility model at one viewing angle;

[0025] Figure 2 It is a structural schematic diagram of the suspension control arm according to the first embodiment of the utility model from another perspective;

[0026] Figure 3 This is a schematic structural diagram of the control arm body according to the first embodiment of the utility model;

[0027] Figure 4 This is a schematic structural diagram of the elastic buffer mechanism according to the first embodiment of the utility model at a first viewing angle;

[0028] Figure 5 This is a schematic structural diagram of the elastic buffer mechanism according to the first embodiment of the utility model at a second viewing angle;

[0029] Figure 6 This is a schematic structural diagram of the elastic buffer mechanism according to the first embodiment of the utility model at a third viewing angle;

[0030] Figure 7 for Figure 6 AA direction section view in.

[0031] Description of reference numerals:

[0032] 2. Control arm body; 3. Elastic buffer mechanism;

[0033] 200, rod body; 201, connecting ring; 203, boss; 204, threaded connection hole; 207, weight reduction groove; 208, mounting hole;

[0034] 301, base; 3014, connecting stud; 3015, flange; 302, elastic buffer block; 3021, groove; 3022, flange. DETAILED DESCRIPTION

[0035] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other.

[0036] In the description of the present invention, it should be noted that if there are terms such as "upper", "lower", "inner", "outer" and the like indicating orientation or positional relationship, they are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention 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 therefore cannot be understood as limiting the present invention. In addition, if there are terms such as "first" and "second", they are also used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0037] In addition, in the description of the present invention, unless otherwise clearly defined, the terms "installation", "connection", "connection" and "connector" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood in combination with specific circumstances.

[0038] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0039] Embodiment 1

[0040] The present embodiment relates to a suspension control arm, which is used to limit the wheel jump travel when the wheel jump is large, thereby improving the driving comfort of the vehicle.

[0041] In terms of overall structure, the suspension control arm includes a control arm body 2; an elastic buffer mechanism 3 is provided on the control arm body 2, and the elastic buffer mechanism 3 can abut against the vehicle body under wheel hop excitation, and the elastic buffer mechanism 3 includes a base 301, and an elastic buffer block 302 provided on the base 301; the elastic buffer mechanism 3 is fixed to the control arm body 2 through the base 301, and abuts against the vehicle body through the elastic buffer block 302.

[0042] The suspension control arm of this embodiment is provided with an elastic buffer mechanism 3 composed of a base 301 and an elastic buffer block 302 on the control arm body 2. When wheel jump is excited, the elastic buffer mechanism 3 abuts against the vehicle body, which can limit the excessive wheel jump stroke, avoid large wheel jump, and help improve the driving comfort of the vehicle.

[0043] Based on the above overall introduction, an exemplary structure of the suspension control arm described in this embodiment is as follows: Figure 1 and Figure 2 As shown in FIG. 1 , the structure of the control arm body 2 is first described. Figure 3 As shown in , the control arm body 2 includes a rod body 200 and sleeves disposed at both ends of the rod body 200, and the elastic buffer mechanism 3 is disposed at one end of the rod body 200. Here, the control arm body 2 is composed of the rod body 200 and the sleeve, and has a simple structure, which is convenient for design and manufacturing, and also convenient for the setting of the elastic buffer mechanism 3 and reliable contact with the vehicle body.

[0044] Specifically, a connecting ring 201 is provided at each end of the rod body 200, and a mounting hole 208 for mounting a sleeve is provided in each connecting ring 201, and the axis of the mounting hole 208 is perpendicular to the length direction of the rod body 200. The rod body 200 in this embodiment is preferably forged to have a higher structural strength and to improve assembly efficiency.

[0045] In addition, a weight-reducing structure may be provided on the rod body 200 to facilitate the lightening of the control arm body 2. Figure 1 and Figure 2 As shown in , the weight-reducing structure includes weight-reducing grooves 207 provided on both sides of the rod body 200 and extending along the length direction of the rod body 200. The weight-reducing grooves 207 have a simple structure, which is conducive to weight reduction while ensuring the structural strength of the rod body 200. Of course, in specific implementation, the position and shape of the weight-reducing structure can be adjusted according to the use requirements.

[0046] It is understandable that, in addition to the rod body 200, the control arm body 2 in this embodiment can also refer to the control arm structure in the existing suspension system. The main structure of the control arm body 2 can also be block-shaped, plate-shaped or other structural forms, as long as it meets the use requirements.

[0047] The structure of the elastic buffer mechanism 3 in this embodiment is as follows Figures 4 to 7As shown in , as a preferred embodiment, a receiving groove is provided on the base 301, and the mounting base 301 is made to be a bowl-shaped structure with a circular cross section. The bottom of the elastic buffer block 302 is connected to the receiving groove, and the cross section of the elastic buffer block 302 is also circular following the shape of the receiving groove. Providing a receiving groove on the mounting base 301 and making it a bowl-shaped structure as a whole can not only facilitate the setting of the elastic buffer block 302 on the base 301, but also facilitate the fixing operation of the base 301. The circular cross section of the elastic buffer block 302 helps to evenly bear the force when it abuts against the vehicle body, and can ensure the stability of the elastic buffer mechanism 3 when used.

[0048] The elastic buffer block 302 has a bottom portion located inside the base 301 and a top portion located outside the base 301. The elastic buffer block 302 abuts against the vehicle body through the top portion. Figure 4 and Figure 7 As shown in , the cross section of the inner cavity of the base 301 is also circular, so as to match the bottom part of the elastic buffer block 302, thereby improving the connection effect between the two. Of course, the cross section of the elastic buffer block 302 can be other geometric shapes besides circular, but in this case, the cross section of the inner cavity of the base 301 needs to match the cross section of the bottom part.

[0049] In some embodiments, the bottom portion and the top portion of the elastic buffer block 302 have substantially the same specifications, which helps ensure the connection strength between the elastic buffer block 302 and the base 301, and also helps ensure the abutment effect between the elastic buffer block 302 and the vehicle body. Of course, in specific implementation, the ratio between the bottom portion and the top portion can also be adaptively adjusted as long as the use requirements are met.

[0050] Still refer to Figure 4 As shown in , a groove 3021 is provided on the top surface of the elastic buffer block 302. The groove 3021 is an annular groove arranged along the circumference of the elastic buffer block 302, and the grooves 3021 are arranged concentrically. Here, by providing the groove 3021 on the top of the elastic buffer block 302, the elastic buffer block 302 can be better in contact with the vehicle body, which helps to reduce the abnormal sound generated when the elastic buffer block 302 abuts against the vehicle body.

[0051] In a specific implementation, the number of grooves 3021 is Figure 4In addition to the three shown in the figure, the grooves 3021 in this embodiment can be adaptively increased or decreased according to the use requirements. In addition, in addition to being an annular groove, the grooves 3021 in this embodiment can also be in other shapes. For example, the grooves 3021 are arranged along the radial direction of the elastic buffer block 302, and the multiple grooves 3021 on the top surface of the elastic buffer block 302 are arranged at intervals along the circumference of the elastic buffer block 302, so that the multiple grooves 3021 are arranged radially, which is also conducive to better contact between the elastic buffer block 302 and the vehicle body, and is conducive to reducing the occurrence of abnormal noise problems.

[0052] In addition, if Figure 5 As shown in , in the thickness direction of the elastic buffer block 302, the cross section of the elastic buffer block 302 is gradually reduced in the direction away from the base 301. Here, the thickness direction of the elastic buffer block 302 is also the axial direction of the base 301. The cross section of the elastic buffer block 302 is gradually reduced, so that when it abuts against the vehicle body, the impact force on the upper part with a smaller cross section is decomposed by the lower part with a larger cross section. At the same time, the lower part with a larger cross section can also increase the connection area between the elastic buffer block 302 and the base 301, which is beneficial to improve the buffering stability and the stability of the overall structure of the elastic buffer mechanism 3.

[0053] In specific implementation, the elastic buffer block 302 can be connected to the base 301 by vulcanization or bonding, and the elastic buffer block 302 can be made of a rubber material with suitable elasticity and good weather resistance and durability. Figure 4 and Figure 7 As shown in the figure, in order to improve the installation effect of the elastic buffer block 302 on the base 301, the top edge of the base 301 is provided with an outward-turned flange 3015, and the outer peripheral wall of the elastic buffer block 302 is provided with a radially outward-protruding flange 3022, and the flange 3022 overlaps the flange 3015.

[0054] In this way, the flange 3022 and the flange 3015 are not only conducive to increasing the contact area between the elastic buffer block 302 and the base 301, but also conducive to improving the abutment effect between the elastic buffer block 302 and the vehicle body. At the same time, it is also conducive to improving the installation firmness of the elastic buffer block 302 in the base 301, and is also conducive to decomposing the impact force transmitted from the vehicle body. The flange 3015 and the flange 3022 have simple structures and are easy to process and shape. In addition, the flange 3015 is not only Figure 4 In addition to the regular hexagon shown in the figure, it can also be a circle, a square, or other regular polygons, as long as the use requirements are met.

[0055] As a preferred embodiment, the base 301 in this embodiment is detachably connected to the rod body 200. Here, the base 301 is detachably arranged on the rod body 200, which can facilitate the later maintenance and replacement of the elastic buffer mechanism 3, and can improve the maintenance economy of the vehicle. In terms of specific structure, the base 301 is connected to the rod body 200 through a screw connection structure. The setting of the screw connection structure has the advantages of simple structure, easy connection operation, and can ensure connection reliability on the basis of realizing detachable connection.

[0056] like Figure 3 and Figure 5 As shown in , the screw connection structure includes a threaded connection hole 204 provided on the rod body 200, and a connection stud 3014 provided on the base 301, and the connection stud 3014 is screwed into the threaded connection hole 204. The screw connection structure is composed of the threaded connection hole 204 provided on the rod body 200 and the connection stud 3014 provided on the base 301, and has a simple structure and is easy to design and prepare. Among them, the threaded connection hole 204 is located on one side of the rod body 200, and the axis of the threaded connection hole 204 is orthogonal to the axis of the mounting hole 208 at the same end. This is conducive to ensuring the abutment of the elastic buffer block 302 with the vehicle body.

[0057] In some embodiments, it is worth noting that, in this embodiment, the connecting stud 3014 can of course be arranged on the rod body 200, and the threaded connecting hole 204 can be arranged on the base 301. In addition, in this embodiment, as a preferred embodiment, the rod body 200 is provided with an end of the elastic buffer mechanism 3, for example, a boss 203 can be formed, and the base 301 is fixed on the boss 203. By forming the boss 203 on the rod body 200, the base 301 is fixed on the boss 203, which can facilitate the arrangement of the elastic buffer mechanism 3 on the control arm.

[0058] like Figures 1 to 3 As shown in , the boss 203 is specifically located on the inner side of the same-end connecting ring 201, and extends from the outer peripheral wall of the connecting ring 201 to the end of the rod body 200 along the length direction of the rod body 200. The top of the boss 203 is a plane, and the threaded connection hole 204 is specifically arranged at one end of the boss 203 away from the same-end connecting ring 201.

[0059] The boss 203 in this embodiment is not only conducive to molding, but also helps to set the base 301 and even the elastic buffer mechanism 3 on the rod body 200. The base 301 in the installed state abuts against the top surface of the boss 203, which increases the contact area between the base 301 and the boss 203, thereby improving the stability and reliability of the elastic buffer mechanism 3 in use.

[0060] In addition, by providing a boss 203 for mounting the base 301 at one end of the rod body 200, it is also beneficial to improve the structural strength at the mounting point of the base 301, and further improve the connection strength between the base 301 and the rod body 200. In addition, in order to further improve the use effect of the boss 203, the end surface of the boss 203 opposite to the connecting ring 201 at the same end is smoothly transitioned to the side wall of the rod body 200, and an inclined surface is formed.

[0061] The suspension control arm in this embodiment is provided with an elastic buffer mechanism 3 at one end of the rod body 200. When the wheel jump is large, the elastic buffer mechanism 3 can contact the vehicle body, thereby limiting the travel of the wheel jump. The mounting base 301 and the elastic buffer block 302 have a simple structure and are easy to arrange and install on the rod body 200, which is beneficial to improving the comfort of the vehicle.

[0062] Embodiment 2

[0063] This embodiment relates to a suspension system, which is a non-independent suspension system, and the suspension control arm as described in the first embodiment is provided in the suspension system.

[0064] In a specific implementation, the suspension control arm may be an upper control arm in a suspension system, and the elastic buffer mechanism 3 may be arranged at one end of the upper control arm connected to the rear axle.

[0065] The suspension system of this embodiment, by providing the suspension control arm as described above, helps to solve the problem of poor vehicle comfort caused by large wheel hop in the prior art, and has good practicality.

[0066] In addition, the present embodiment also relates to a vehicle, in which the suspension system as described above is provided.

[0067] The vehicle of this embodiment is provided with the suspension system as described above, which helps to improve the driving comfort.

[0068] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A suspension control arm, characterized in that: It includes a control arm body (2); An elastic buffer mechanism (3) is provided on the control arm body (2), and the elastic buffer mechanism (3) can abut against the vehicle body under wheel hop excitation, and the elastic buffer mechanism (3) comprises a base (301) and an elastic buffer block (302) provided on the base (301); The elastic buffer mechanism (3) is fixed on the control arm body (2) via the base (301), and abuts against the vehicle body via the elastic buffer block (302).

2. The suspension control arm according to claim 1, characterized in that: The control arm body (2) comprises a rod body (200) and shaft sleeves arranged at both ends of the rod body (200), and the elastic buffer mechanism (3) is arranged at one end of the rod body (200).

3. The suspension control arm according to claim 2, characterized in that: The base (301) is detachably connected to the rod body (200).

4. The suspension control arm according to claim 3, characterized in that: The base (301) is connected to the rod body (200) via a screw connection structure.

5. The suspension control arm according to claim 4, characterized in that: The screw connection structure comprises a threaded connection hole (204) provided on the rod body (200), and a connection stud (3014) provided on the base (301), wherein the connection stud (3014) is screwed into the threaded connection hole (204).

6. The suspension control arm according to claim 2, characterized in that: A groove (3021) is provided on the top end surface of the elastic buffer block (302), the groove (3021) is an annular groove arranged along the circumference of the elastic buffer block (302), and the grooves (3021) are multiple concentrically arranged; and / or, The rod body (200) is provided with the elastic buffer mechanism (3), and one end thereof is formed with a boss (203), and the base (301) is fixed on the boss (203).

7. The suspension control arm according to claim 1, characterized in that: The base (301) is provided with a receiving groove, the bottom of the elastic buffer block (302) is connected to the receiving groove, and the cross-sections of the receiving groove and the elastic buffer block (302) are circular.

8. The suspension control arm according to any one of claims 1 to 7, characterized in that: In the thickness direction of the elastic buffer block (302), the cross section of the elastic buffer block (302) is gradually reduced in a direction away from the base (301).

9. A suspension system, characterized in that: The suspension system is a non-independent suspension system, and the suspension control arm according to any one of claims 1 to 8 is provided in the suspension system.

10. A vehicle, characterized in that: The vehicle is provided with the suspension system according to claim 9.

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