Lightweight rear suspension upper control arm and automobile

Abstract

The utility model discloses a lightweight rear suspension upper control arm and an automobile, and belongs to the technical field of automobile suspension structures. The problems that in the prior art, an upper control arm is heavy, the strength and rigidity performance are affected by a welding structure, and the structure is complex are solved. The control arm mainly comprises a control arm body, an auxiliary frame connecting hole and a steering knuckle connecting hole are formed in the two ends of the control arm body respectively, a plurality of lower lightening holes are formed in the position, between the auxiliary frame connecting hole and the steering knuckle connecting hole, of the lower side of the control arm body at intervals, and upper lightening holes are formed in the position, between every two adjacent lower lightening holes, of the upper side of the control arm body. The upper lightening holes and the lower lightening holes are triangular, and each upper lightening hole is inserted between every two adjacent lower lightening holes to form a V-shaped connecting rib.

Description

Technical Field

[0001] The utility model belongs to the technical field of automotive suspension structures. Specifically, it particularly relates to a lightweight rear suspension upper control arm and an automobile. Background Art

[0002] In the rear three-link suspension system of an automobile, the two ends of the upper control arm are respectively connected to the steering knuckle and the subframe, mainly controlling the movement of the steering knuckle. The quality of its performance directly affects the dynamic performance of the suspension. The weight, stiffness, and strength of the upper control arm itself will affect the handling stability, safety, and comfort of the whole vehicle.

[0003] Traditional and relatively common upper control arms are mostly made of steel, which will cause a relatively large weight of the entire upper control arm, reducing the lightweight level of the whole vehicle, increasing the unsprung weight of the suspension and being unfavorable for comfort. Currently, some upper control arms on the market are made by welding steel sheet metal. This structure has many welding structures, resulting in stress concentration problems, reducing the strength and service life of the upper control arm. When the suspension bears a large load, it cannot meet the requirements of strength and stiffness, affecting the load-bearing performance and safety of the automobile. For example, in the patent with the publication number CN203832180U and the name of an upper control arm for an automobile rear suspension, it mainly includes symmetrically arranged left half control arms and right half control arms, and the left half control arm and the right half control arm are welded and fixed together. The structure of the above patent has many welding structures, resulting in stress concentration problems, reducing the strength and service life of the upper control arm, and there are many sheet metal parts constituting the upper control arm, increasing the complexity of the manufacturing process and the assembly process.

[0004] Therefore, it is necessary to design a rear suspension upper control arm with better stiffness and strength performance, simple structure, and higher lightweight level. Summary of the Invention

[0005] The purpose of the utility model is to provide a lightweight rear suspension upper control arm and an automobile to overcome the problems of heavy weight, welding structure affecting strength and stiffness performance, and complex structure existing in the upper control arm in the prior art.

[0006] The utility model is realized by adopting the following technical solutions. A lightweight rear suspension upper control arm includes a control arm body. Subframe connection holes and steering knuckle connection holes are respectively opened at both ends of the control arm body. A plurality of lower weight reduction holes are spaced and opened on the lower side of the control arm body between the subframe connection holes and the steering knuckle connection holes. Upper weight reduction holes are opened on the upper side of the control arm body between every two adjacent lower weight reduction holes. Both the upper weight reduction holes and the lower weight reduction holes are triangular. The upper weight reduction holes are inserted between two adjacent lower weight reduction holes and form connecting ribs in a V shape.

[0007] Further, the lower weight reduction hole includes a lower vertex angle and two lower inclined sides forming the lower vertex angle, and the upper weight reduction hole includes an upper vertex angle and two upper inclined sides forming the upper vertex angle. The lower vertex angle of the lower weight reduction hole and the upper vertex angle of the upper weight reduction hole are oppositely arranged, and the upper vertex angle is inserted between the adjacent lower inclined sides of two adjacent lower weight reduction holes. The two upper inclined sides of the upper weight reduction hole are respectively arranged in parallel with the adjacent lower inclined sides of the adjacent lower weight reduction holes on the same side.

[0008] Further, front weight reduction grooves are respectively formed on both sides of the front side surface of the control arm body between the subframe connection hole and the steering knuckle connection hole, and the lower weight reduction hole is located between the two front weight reduction grooves.

[0009] Further, the depth of the front weight reduction groove is 6 - 10 mm.

[0010] Further, rear weight reduction grooves are respectively formed on both sides of the rear side surface of the control arm body between the subframe connection hole and the steering knuckle connection hole, and the lower weight reduction hole is located between the two rear weight reduction grooves.

[0011] Further, the depth of the rear weight reduction groove is 6 - 10 mm.

[0012] Further, the number of the lower weight reduction holes is seven.

[0013] Further, the control arm body is integrally formed by casting.

[0014] Further, the control arm body is made of an aluminum - magnesium alloy material.

[0015] A vehicle includes a vehicle body and also includes the above - mentioned lightweight rear suspension upper control arm. The control arm body is connected to the subframe on the vehicle body through the subframe connection hole, and the control arm body is connected to the steering knuckle on the vehicle body through the steering knuckle connection hole.

[0016] Compared with the prior art, the beneficial effects of the present utility model are as follows:

[0017] 1. By forming the lower weight reduction hole and the upper weight reduction hole on the control arm body of the present utility model, the weight of the control arm body is reduced.

[0018] According to the force transmission characteristics, the present utility model forms the upper weight reduction hole and the lower weight reduction hole which are both triangular at the positions where the control arm body is less stressed. The upper weight reduction hole is inserted between two adjacent lower weight reduction holes and forms a V - shaped connecting rib. The V - shaped connecting ribs on the control arm body are connected in sequence, ensuring that there is material distribution on the force transmission path of the control arm body. Furthermore, while reducing the weight of the control arm body, its strength performance, bending resistance performance and torsional resistance performance are ensured, the service life of the suspension components is improved, and the strength and safety of the vehicle are guaranteed.

[0019] 2. The control arm body of the present utility model is made of aluminum-magnesium alloy material. Under the requirements of ensuring strength and stiffness, the weight of the control arm body is further reduced, thereby reducing the unsprung mass of the vehicle suspension, improving vehicle comfort, the overall vehicle lightweight level, and the power economy of the vehicle.

[0020] 3. The control arm body of the present utility model is integrally cast and formed without a welding structure, avoiding the problem of stress concentration caused by the welding structure. The integral casting and forming of the control arm body not only enhances its strength and stiffness performance, but also makes the structure of the control arm body simple, simplifies the production process and the assembly process, and is more suitable for mass production of automobiles. Description of the Drawings

[0021] Figure 1 is the front view of the present utility model;

[0022] Figure 2 is the perspective view of the present utility model in the rear view direction.

[0023] In the figure: 1. Control arm body; 2. Subframe connection hole; 3. Steering knuckle connection hole; 4. Lower weight reduction hole; 5. Upper weight reduction hole; 6. Connecting rib; 7. Lower apex angle; 8. Lower hypotenuse; 9. Upper apex angle; 10. Upper hypotenuse; 11. Front weight reduction groove; 12. Rear weight reduction groove; 13. Lower bottom edge; 14. Upper bottom edge. Detailed Embodiment

[0024] In order to enable those skilled in the art of the present technology to better understand the technical solutions in the present utility model, the following will clearly and completely describe the technical solutions in the embodiments of the present utility model with reference to the accompanying drawings in the embodiments of the present utility model. Based on the embodiments in the present utility model, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the protection scope of the present utility model.

[0025] A lightweight upper control arm for a rear suspension includes a control arm body 1. Subframe connection holes 2 and steering knuckle connection holes 3 are respectively opened at both ends of the control arm body 1. The subframe connection hole 2 is used to connect the control arm body 1 with the subframe on the vehicle body, and the steering knuckle connection hole 3 is used to connect the control arm body 1 with the steering knuckle on the vehicle body.

[0026] A plurality of lower weight reduction holes 4 are spaced and provided on the lower side of the control arm body 1 between the subframe connection holes 2 and the steering knuckle connection holes 3. Upper weight reduction holes 5 are provided on the upper side of the control arm body 1 between every two adjacent lower weight reduction holes 4. Both the upper weight reduction holes 5 and the lower weight reduction holes 4 are triangular. The upper weight reduction holes 5 are inserted between two adjacent lower weight reduction holes 4 and form connecting ribs 6 in a V shape. The V-shaped connecting ribs 6 on the control arm body 1 of the present utility model are sequentially connected, ensuring that there is material distribution in the force transmission path of the control arm body 1. Furthermore, while the weight of the control arm body 1 is reduced, its strength performance, bending resistance performance, and torsional resistance performance are ensured, improving the service life of the suspension components and ensuring the strength and safety of the vehicle.

[0027] The lower weight reduction holes 4 include lower apex angles 7 and two lower inclined sides 8 forming the lower apex angles 7. The lower weight reduction holes 4 further include lower bottom edges 13. The two sides of the lower bottom edge 13 are respectively connected to the two lower inclined sides 8. The lower bottom edge 13 of the lower weight reduction holes 4 extends along the length direction of the lower edge of the control arm body 1, and the lower bottom edge 13 of the lower weight reduction holes 4 is arranged parallel to the corresponding upper and lower parts of the lower edge of the control arm body 1. The upper weight reduction holes 5 include upper apex angles 9 and two upper inclined sides 10 forming the upper apex angles 9. The upper weight reduction holes 5 further include upper bottom edges 14. The two sides of the upper bottom edge 14 are respectively connected to the two upper inclined sides 10. The upper bottom edge 14 of the upper weight reduction holes 5 extends along the length direction of the upper edge of the control arm body 1, and the upper bottom edge 14 of the upper weight reduction holes 5 is arranged parallel to the corresponding upper and lower parts of the upper edge of the control arm body 1.

[0028] The lower apex angles 7 of the lower weight reduction holes 4 and the upper apex angles 9 of the upper weight reduction holes 5 are arranged oppositely, and the upper apex angles 9 are inserted between the adjacent lower inclined sides 8 of two adjacent lower weight reduction holes 4. The two upper inclined sides 10 of the upper weight reduction holes 5 are respectively arranged parallel to the adjacent lower inclined sides 8 of the adjacent lower weight reduction holes 4 on the same side.

[0029] On both sides between the subframe connection holes 2 and the steering knuckle connection holes 3 on the front side of the control arm body 1, front weight reduction grooves 11 are respectively provided. The lower weight reduction holes 4 are between the two front weight reduction grooves 11. On both sides between the subframe connection holes 2 and the steering knuckle connection holes 3 on the rear side of the control arm body 1, rear weight reduction grooves 12 are respectively provided. The lower weight reduction holes 4 are between the two rear weight reduction grooves 12. By providing the front weight reduction grooves 11 on the front side of the control arm body 1 and the rear weight reduction grooves 12 on the rear side of the control arm body 1 in the present utility model, the weight of the control arm body 1 can be further reduced.

[0030] The depth of the front weight reduction grooves 11 is 6 - 10 mm, and the depth of the front weight reduction grooves 11 is preferably 8 mm. The depth of the rear weight reduction grooves 12 is 6 - 10 mm, and the depth of the rear weight reduction grooves 12 is preferably 8 mm.

[0031] The number of the lower weight reduction holes 4 is seven. Correspondingly, the number of the upper weight reduction holes 5 is six.

[0032] The control arm body 1 is integrally cast. In the present utility model, the control arm body 1 is integrally cast without a welding structure, avoiding the problem of stress concentration caused by the welding structure. The control arm body 1 not only enhances its strength and stiffness performance through integral casting, but also has a simple structure, simplifies the production process and the assembly process, and is more suitable for the mass production of automobiles.

[0033] The control arm body 1 is made of an aluminum-magnesium alloy material. In the present utility model, by using the aluminum-magnesium alloy material for the control arm body 1, the weight of the control arm body 1 is further reduced while meeting the requirements of strength and stiffness, thereby reducing the unsprung mass of the vehicle suspension, improving the vehicle comfort, enhancing the overall vehicle lightweight level, and improving the vehicle power economy.

[0034] An automobile includes an automobile body and also includes the above lightweight rear suspension upper control arm. The control arm body 1 is connected to the subframe on the automobile body through the subframe connection hole 2, and the control arm body 1 is connected to the steering knuckle on the automobile body through the steering knuckle connection hole 3.

Claims

1. A lightweight rear suspension upper control arm, characterized in that, It includes a control arm body (1). At both ends of the control arm body (1), a subframe connection hole (2) and a steering knuckle connection hole (3) are respectively opened. On the lower side of the control arm body (1) between the subframe connection hole (2) and the steering knuckle connection hole (3), a plurality of lower weight-reducing holes (4) are spacedly opened. On the upper side of the control arm body (1), between every two adjacent lower weight-reducing holes (4), an upper weight-reducing hole (5) is opened. Both the upper weight-reducing hole (5) and the lower weight-reducing hole (4) are triangular. The upper weight-reducing hole (5) is inserted between two adjacent lower weight-reducing holes (4) and forms a connecting rib (6) in a V shape.

2. The lightweight rear suspension upper control arm according to claim 1, characterized in that The lower weight-reducing hole (4) includes a lower apex angle (7) and two lower inclined sides (8) forming the lower apex angle (7). The upper weight-reducing hole (5) includes an upper apex angle (9) and two upper inclined sides (10) forming the upper apex angle (9). The lower apex angle (7) of the lower weight-reducing hole (4) and the upper apex angle (9) of the upper weight-reducing hole (5) are oppositely arranged, and the upper apex angle (9) is inserted between the adjacent lower inclined sides (8) of two adjacent lower weight-reducing holes (4). The two upper inclined sides (10) of the upper weight-reducing hole (5) are respectively arranged in parallel with the adjacent lower inclined sides (8) on the same side of the adjacent lower weight-reducing hole (4).

3. The lightweight rear suspension upper control arm according to claim 1, characterized in that, On the front side of the control arm body (1), on both sides between the subframe connection hole (2) and the steering knuckle connection hole (3), front weight-reducing grooves (11) are respectively opened. The lower weight-reducing holes (4) are between the two front weight-reducing grooves (11) on both sides.

4. The lightweight rear suspension upper control arm according to claim 3, characterized in that The depth of the front weight-reducing groove (11) is 6 - 10 mm.

5. A lightweight rear suspension upper control arm according to claim 3, characterized in that, On the rear side of the control arm body (1), on both sides between the subframe connection hole (2) and the steering knuckle connection hole (3), rear weight-reducing grooves (12) are respectively opened. The lower weight-reducing holes (4) are between the two rear weight-reducing grooves (12) on both sides.

6. The lightweight rear suspension upper control arm according to claim 5, characterized in that, The depth of the rear weight-reducing groove (12) is 6 - 10 mm.

7. The lightweight rear suspension upper control arm according to claim 1, wherein, The number of the lower weight-reducing holes (4) is seven.

8. The lightweight rear suspension upper control arm according to claim 1, wherein The control arm body (1) is integrally cast.

9. The lightweight rear suspension upper control arm according to claim 1, characterized in that The control arm body (1) is made of an aluminum-magnesium alloy material.

10. An automobile, comprising an automobile body, characterized in that, It also includes a lightweight rear suspension upper control arm according to any one of claims 1 - 9. The control arm body (1) is connected to the subframe on the vehicle body through the subframe connection hole (2), and the control arm body (1) is connected to the steering knuckle on the vehicle body through the steering knuckle connection hole (3).

Images