A trailing arm swing arm, a trailing arm swing arm assembly, and a vehicle

Abstract

The utility model discloses a rear suspension upper swing arm, rear suspension upper swing arm assembly and vehicle, include: swing arm body, by first end to second end along the length direction, swing arm body includes first steel sheet and second steel sheet, first steel sheet and second steel sheet along the length direction of swing arm body extends, and the edge of at least one of first steel sheet and second steel sheet is equipped with the flanging, and the flanging extends along the length direction of swing arm body, and first steel sheet and second steel sheet are welded to form the hollow box -like structure through the flanging, sleeve pipe, including first sleeve pipe and second sleeve pipe, first sleeve pipe is connected in the first end of swing arm body, and forms first mounting point through first sleeve pipe, and second sleeve pipe is connected in the second end of swing arm body, and forms second mounting point through second sleeve pipe. Compared with casting or straight steel pole, the strength is better, the performance is better, the maximum promotion strength, rigidity and buckling performance, effectively promote the whole car handling stability performance, NVH performance and endurance performance, and reach the cost optimum simultaneously.

Description

Technical Field

[0001] This utility model is applicable to the automotive field, and in particular relates to a rear suspension upper control arm, a rear suspension upper control arm assembly, and a vehicle. Background Technology

[0002] In recent years, with the widespread adoption of electric vehicles, consumers have increasingly higher demands for overall vehicle driving experience and safety performance. The upper control arm (also known as the suspension control arm) is a key component of the suspension system, with its two ends connected to the steering knuckle and subframe respectively via suspension bushings. The rear suspension control arm provides mounting support for various suspension components and transmits vertical, longitudinal, and lateral forces from the road surface.

[0003] Existing suspension upper control arms mainly use aluminum alloy castings or straight steel rods to achieve simple force transmission. This type of suspension upper control arm is expensive, and due to its low structural strength, it affects the overall vehicle handling stability and NVH performance.

[0004] In summary, the problems existing in the relevant technologies urgently need to be solved. Utility Model Content

[0005] The purpose of this utility model is to at least solve one of the technical problems existing in the prior art, and to provide a rear suspension upper control arm, a rear suspension upper control arm assembly, and a vehicle.

[0006] The technical solution adopted by this utility model to solve its technical problem is:

[0007] Firstly, a rear suspension upper control arm includes:

[0008] The swing arm body extends from a first end to a second end along the length direction. The swing arm body includes a first steel plate and a second steel plate. The first steel plate and the second steel plate extend along the length direction of the swing arm body. At least one of the first steel plate and the second steel plate has a folded edge on its edge. The folded edge extends along the length direction of the swing arm body. The first steel plate and the second steel plate are welded together through the folded edge to form a hollow box-shaped structure.

[0009] The sleeve includes a first sleeve and a second sleeve. The first sleeve is connected to a first end of the swing arm body and forms a first mounting point. The second sleeve is connected to a second end of the swing arm body and forms a second mounting point.

[0010] In conjunction with the first aspect, in some implementations of the first aspect, the first steel plate has a first flange on both sides of its edges, and the second steel plate has a second flange on both sides of its edges, wherein the first flange overlaps and is welded to the second flange.

[0011] In combination with the first aspect and the above-described implementations, in some implementations of the first aspect, the swing arm body bends downward at the portion between the first end and the second end, and the swing arm body forms an avoidance space above the bent position.

[0012] In combination with the first aspect and the above-described implementations, in some implementations of the first aspect, the swing arm body is provided with a drainage hole at the bottom position of the bent position.

[0013] In combination with the first aspect and the above-described implementations, in some implementations of the first aspect, the swing arm body is provided with a swing arm bracket between the first end and the second end, and the swing arm bracket is provided with a third mounting point, wherein the first mounting point, the second mounting point and the third mounting point are located on the same straight line.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the swing arm body is provided with a collapsible bending hole on the inner side of the bent position.

[0015] In combination with the first aspect and the above-described implementations, in some implementations of the first aspect, the first end of the swing arm body is provided with a first arc-shaped groove, the first sleeve is embedded in the first arc-shaped groove and welded to the swing arm body, the first sleeve is provided with a first bushing, the second end of the swing arm body is provided with a second arc-shaped groove, the second sleeve is embedded in the second arc-shaped groove and welded to the swing arm body, the second sleeve is provided with a second bushing.

[0016] In a second aspect, a rear suspension upper control arm assembly includes a steering knuckle, a rear subframe, and a rear suspension upper control arm as described in any implementation of the first aspect, wherein the rear suspension upper control arm is connected to the steering knuckle via a first connector passing through a first sleeve, and the rear suspension upper control arm is connected to the rear subframe via a second connector passing through a second sleeve.

[0017] In conjunction with the second aspect, in some implementations of the second aspect, including the rear upper control arm described in some implementations of the first aspect, the rear upper control arm assembly further includes a stabilizer bar and a stabilizer bar connecting rod, one end of the stabilizer bar is connected to the rear subframe, the other end of the stabilizer bar is connected to one end of the stabilizer bar connecting rod, and the other end of the stabilizer bar connecting rod is connected to the third mounting point via a third connector.

[0018] Thirdly, a vehicle comprising the rear upper control arm assembly as described in any implementation of the second aspect.

[0019] One of the above technical solutions has at least one of the following advantages or beneficial effects: In the technical solution of this utility model, the control arm body adopts a low-cost first steel plate and a second steel plate welded together to form a hollow box-shaped structure. In use, the control arm on the rear suspension can be connected to the steering knuckle through the first connector passing through the first sleeve, and connected to the rear subframe through the second connector passing through the second sleeve, providing installation support for various suspension components, while transmitting vertical, longitudinal, and lateral forces from the road surface. Compared with existing aluminum alloy castings or straight steel rods, it has better strength and performance, maximizing strength, rigidity, and buckling performance, effectively improving the overall vehicle handling stability, NVH performance, and durability, while achieving optimal cost.

[0020] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0021] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0022] Figure 1 This is an isometric view of an embodiment of the upper control arm of the rear suspension of this utility model;

[0023] Figure 2 This is a front view of an embodiment of the rear suspension upper control arm of this utility model;

[0024] Figure 3 This is a side view of a structural embodiment of the upper control arm of the rear suspension of this utility model;

[0025] Figure 4 This is a bottom view of an embodiment of the upper control arm of the rear suspension of this utility model;

[0026] Figure 5 This is a schematic diagram of an embodiment of the rear suspension upper control arm assembly of this utility model;

[0027] Figure 6 This is a schematic diagram of an embodiment of the rear suspension upper control arm assembly of this utility model, showing the structure of the rear suspension upper control arm avoiding the rear vehicle body crossbeam. Detailed Implementation

[0028] This section will describe in detail the specific embodiments of the present utility model. The preferred embodiments of the present utility model are shown in the accompanying drawings. The purpose of the drawings is to supplement the description of the textual part of the specification with graphics, so that people can intuitively and vividly understand each technical feature and the overall technical solution of the present utility model, but they should not be construed as limiting the scope of protection of the present utility model.

[0029] In this utility model, when directions (up, down, left, right, front, and back) are described, it is only for the convenience of describing the technical solution of this utility model, and does not indicate or imply that the technical features referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this utility model.

[0030] In this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," "exceeding," etc. are understood to exclude the stated number; "above," "below," "within," etc. are understood to include the stated number. In the description of this utility model, if "first" or "second" is used, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance or implicitly indicating the number of indicated technical features or the order of the indicated technical features.

[0031] In this utility model, unless otherwise explicitly defined, terms such as "set," "install," and "connect" should be interpreted broadly. For example, they can refer to a direct connection or an indirect connection through an intermediate medium; a fixed connection, a detachable connection, or an integrally formed connection; a mechanical connection, an electrical connection, or a connection capable of mutual communication; or the internal connection of two components or the interaction between two components. Those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model based on the specific content of the technical solution.

[0032] in, Figure 2 The reference direction coordinate system of this utility model embodiment is given below, in conjunction with Figure 2 The embodiments of this utility model will be described in the directions shown.

[0033] See Figures 1-4 An embodiment of this utility model provides a rear suspension upper control arm, including a control arm body 100 and a sleeve. The control arm body 100 extends from a first end 101 to a second end 102 along the length direction. The control arm body 100 includes a first steel plate 103 and a second steel plate 104. The first steel plate 103 and the second steel plate 104 extend along the length direction of the control arm body 100. At least one of the edges of the first steel plate 103 and the second steel plate 104 is provided with a folded edge. The folded edge can be formed by stamping or the like. The folded edge extends along the length direction of the control arm body 100. The first steel plate 103 and the second steel plate 104 are welded together to form a hollow box-shaped structure. A cavity extending along the length direction of the rear suspension upper control arm is formed between the first steel plate 103 and the second steel plate 104.

[0034] See Figure 1 , Figure 2The sleeve includes a first sleeve 201 and a second sleeve 202. The first sleeve 201 is connected to the first end 101 of the swing arm body 100 by means of welding, threaded connection, screw connection, etc., and forms a first mounting point through the first sleeve 201. The second sleeve 202 is connected to the second end 102 of the swing arm body 100 by means of welding, threaded connection, screw connection, etc., and forms a second mounting point through the second sleeve 202. The first sleeve 201 and the second sleeve 202 are both arranged along the thickness direction of the swing arm body 100.

[0035] Combination Figures 1-5 In this invention, the control arm body 100 is formed by welding a low-cost first steel plate 103 and a second steel plate 104 together to create a hollow box-like structure. During use, the rear suspension upper control arm can be connected to the steering knuckle 300 via a first connector 203 passing through the first sleeve 201, and to the rear subframe 400 via a second connector 204 passing through the second sleeve 202. This provides mounting support for various suspension components and transmits vertical, longitudinal, and lateral forces from the road surface. Compared to existing aluminum alloy castings or straight steel rods, it offers better strength and performance, maximizing strength, rigidity, and buckling performance, effectively improving overall vehicle handling stability, NVH performance, and durability. Furthermore, by using steel plates to form the rear suspension upper control arm, optimal cost can be achieved.

[0036] In some embodiments, see Figure 1 , Figure 3 The first steel plate 103 has first flanges 105 on both sides of its edges. These flanges can be formed directly by stamping or other methods, creating a U-shaped cross-section. The second steel plate 104 has second flanges 106 on both sides of its edges. These flanges can also be formed directly by stamping or other methods, creating a U-shaped cross-section. The first flanges 105 of the first steel plate 103 and the second flanges 106 of the second steel plate 104 overlap and are welded together. In this embodiment, the shapes of the first flanges 105 of the first steel plate 103 and the second flanges 106 of the second steel plate 104 are matched, facilitating interlocking welding and resulting in a continuous weld with better strength and superior performance.

[0037] In some embodiments, see Figure 1 , Figure 2 and Figure 6The control arm body 100 bends downwards between the first end 101 and the second end 102, creating a clearance space above the bend. This embodiment considers maximizing suspension travel space and avoiding limit and rear vehicle crossbeam 700 ejection. The control arm body 100 is designed with an approximately V-shaped bend structure to maximize space clearance and achieve a rear suspension travel of over 110mm. The clearance space created by the control arm body 100 saves space, increases suspension travel, and improves handling and comfort.

[0038] In some embodiments, see Figure 4 The swing arm body 100 has a drainage hole 107 at the bottom of the bent position. The drainage hole 107 is connected to the hollow inner cavity of the swing arm body 100, which improves the drainage performance and corrosion resistance of the swing arm. At the same time, a drainage space 108 is provided at the end of the swing arm body 100 and the connection of the sleeve, which can quickly drain water when the vehicle bounces while driving through water.

[0039] In some embodiments, see Figure 2 The control arm body 100 has a control arm bracket 500 between the first end 101 and the second end 102. The control arm bracket 500 can be connected to the control arm body 100 by bolts, welding, or other means. The control arm bracket 500 has a third mounting point 501 for mounting the stabilizer bar. The first mounting point, the second mounting point, and the third mounting point 501 are located on the same straight line. When the rear suspension bounces in the opposite direction, the stabilizer bar twists, and the force F on the third mounting point 501 is minimized, with the lever arms L1 and L2 being at their minimum, thus minimizing the torque and improving strength and durability. Similarly, the force from the first mounting point to the second mounting point can also prevent the formation of torque at the third mounting point 501, improving suspension efficiency and handling performance.

[0040] Furthermore, by adjusting the welding position of the swing arm bracket 500 on the swing arm body 100, it can be moved up and down, thereby adjusting the position of the third mounting point 501, improving the scalability of the design and development, and simplifying subsequent development.

[0041] In addition, the multi-mount structure of the swing arm body 100 can reduce the number of parts.

[0042] In some embodiments, see Figure 1 The control arm body 100 has a crumple zone 109 on the inner side of the bent position. When the vehicle is subjected to a limit impact along the wheel center, the crumple zone 109 guides the control arm to crumple and deform, absorbing the force and reducing damage. In addition, when the control arm is subjected to forces far exceeding its normal limit, it can protect other suspension components through deformation absorption. This achieves the lowest after-sales maintenance costs and minimizes vehicle damage.

[0043] In some embodiments, see Figure 1The first end 101 of the control arm body 100 is provided with a first arc-shaped groove, and a first sleeve 201 is embedded in the first arc-shaped groove and welded to the control arm body 100. A first bushing 205 is provided in the first sleeve 201. The second end 102 of the control arm body 100 is provided with a second arc-shaped groove, and a second sleeve 202 is embedded in the second arc-shaped groove and welded to the control arm body 100. A second bushing 206 is provided in the second sleeve 202. By setting the first bushing 205 and the second bushing 206, it is convenient to connect the control arm body 100 with the steering knuckle 300 and the subframe, thereby improving the durability of the control arm on the rear suspension.

[0044] See Figure 5 , Figure 6 The present invention also provides a rear suspension upper control arm assembly, including a steering knuckle 300, a rear subframe 400 and the rear suspension upper control arm in any of the above embodiments. The rear suspension upper control arm is connected to the steering knuckle 300 by a first connector 203 passing through a first sleeve 201, and the rear suspension upper control arm is connected to the rear subframe 400 by a second connector 204 passing through a second sleeve 202.

[0045] See Figure 5 , Figure 6 The rear suspension upper control arm assembly also includes a stabilizer bar 601 and a stabilizer bar connecting rod 602. One end of the stabilizer bar 601 is connected to the rear subframe 400, and the other end of the stabilizer bar 601 is connected to one end of the stabilizer bar connecting rod 602. The other end of the stabilizer bar connecting rod 602 is connected to a third mounting point 501 via a third connector 603. The multi-mounting structure of the control arm body 100 can reduce the number of parts.

[0046] An embodiment of this utility model also provides a vehicle including the rear suspension upper control arm assembly of any of the above embodiments.

[0047] In the description of this specification, references to terms such as "example," "embodiment," or "some embodiments" indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0048] Of course, the present invention is not limited to the above-described embodiments. Those skilled in the art can make equivalent modifications or substitutions without departing from the spirit of the present invention, and these equivalent modifications or substitutions are all included within the scope defined by the claims of this application.

Claims

1. A rear suspension upper control arm, characterized in that, include: The swing arm body extends from a first end to a second end along the length direction. The swing arm body includes a first steel plate and a second steel plate. The first steel plate and the second steel plate extend along the length direction of the swing arm body. At least one of the first steel plate and the second steel plate has a folded edge on its edge. The folded edge extends along the length direction of the swing arm body. The first steel plate and the second steel plate are welded together through the folded edge to form a hollow box-shaped structure. The sleeve includes a first sleeve and a second sleeve. The first sleeve is connected to a first end of the swing arm body and forms a first mounting point. The second sleeve is connected to a second end of the swing arm body and forms a second mounting point.

2. The rear suspension upper control arm according to claim 1, characterized in that, The first steel plate has a first folded edge on both sides, and the second steel plate has a second folded edge on both sides. The first folded edge overlaps and is welded to the second folded edge.

3. The rear suspension upper control arm according to claim 1, characterized in that, The swing arm body bends downward at the portion between the first end and the second end, and an clearance space is formed above the bend position of the swing arm body.

4. The rear suspension upper control arm according to claim 3, characterized in that, The swing arm body has a drainage hole at the bottom of the bent position.

5. The rear suspension upper control arm according to claim 3, characterized in that, The swing arm body has a swing arm bracket between the first end and the second end, and the swing arm bracket has a third mounting point. The first mounting point, the second mounting point and the third mounting point are located on the same straight line.

6. The rear suspension upper control arm according to claim 3, characterized in that, The swing arm body has a collapsible bending hole on the inner side of the bent position.

7. The rear suspension upper control arm according to claim 1, characterized in that, The first end of the swing arm body is provided with a first arc-shaped groove, the first sleeve is embedded in the first arc-shaped groove and welded to the swing arm body, and the first sleeve is provided with a first bushing. The second end of the swing arm body is provided with a second arc-shaped groove, the second sleeve is embedded in the second arc-shaped groove and welded to the swing arm body, and the second sleeve is provided with a second bushing.

8. A rear suspension upper control arm assembly, characterized in that, It includes a steering knuckle, a rear subframe, and a rear suspension upper control arm according to any one of claims 1 to 7, wherein the rear suspension upper control arm is connected to the steering knuckle via a first connector passing through the first sleeve, and the rear suspension upper control arm is connected to the rear subframe via a second connector passing through the second sleeve.

9. The rear suspension upper control arm assembly according to claim 8, characterized in that, The rear suspension upper control arm assembly includes the rear suspension upper control arm as described in claim 5, and further includes a stabilizer bar and a stabilizer bar connecting rod. One end of the stabilizer bar is connected to the rear subframe, and the other end of the stabilizer bar is connected to one end of the stabilizer bar connecting rod. The other end of the stabilizer bar connecting rod is connected to the third mounting point via a third connector.

10. A vehicle, characterized in that, Includes the rear suspension upper control arm assembly as described in any one of claims 8 or 9.

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