Control arm, suspension system and vehicle

Abstract

This utility model relates to the field of vehicle technology and discloses a control arm, suspension system, and vehicle. The control arm body includes: a shock absorber spring mounting portion with a cavity for accommodating the shock absorber spring; a stabilizer bar link mounting portion with a mounting hole and a recess on the side of the mounting hole facing the stabilizer bar link; and a clearance hole for the stabilizer bar link to pass through, the clearance hole communicating with the cavity. The stabilizer bar link mounting portion and the stabilizer bar link can be connected by bolts. The recess on the mounting side of the mounting hole can cooperate with the protrusion of the stabilizer bar link for fixation, forming a single-sided fixing structure. This facilitates the installation of the stabilizer bar link and allows for a tight connection. Simultaneously, the cooperation between the protrusion and the recess of the stabilizer bar link improves lateral force resistance, ensures reliable connection, and effectively avoids the problem of traditional clamping structures struggling to balance structural strength and clamping effect, reducing the risk of clamping lug cracking and loosening with abnormal noise.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, specifically to a control arm, suspension system, and vehicle. Background Technology

[0002] The automotive suspension system is one of the core assemblies of modern automobiles, and its performance directly affects the ride comfort and handling stability of the vehicle. As a key guiding and force-transmitting component in the suspension system, the control arm not only bears the important responsibility of effectively transmitting various forces on the wheels to the vehicle body, but also ensures that the wheels move stably along a preset trajectory. It is one of the core elements for maintaining the function of the suspension system.

[0003] In related technologies, the control arm typically has two spaced-apart clamping ears, with the stabilizer bar link positioned between them, and secured by their clamping action. However, this structure presents a significant design contradiction: if the clamping ears are too thin, their overall strength is insufficient, making them prone to cracking under stress, thus affecting the normal function of the control arm; conversely, if the clamping ear thickness is increased, the objective existence of dimensional deviations such as manufacturing tolerances and installation errors will lead to assembly gaps between the stabilizer bar link and the clamping ears, preventing a tight fit and causing loosening, abnormal noises, and other problems during vehicle operation, thus affecting system stability. Utility Model Content

[0004] This utility model provides a control arm, suspension system, and vehicle to solve or improve the design contradiction in related technologies where the control arm uses two clamping ears to clamp and fix the stabilizer bar link.

[0005] In a first aspect, this utility model provides a control arm, including a control arm body, the control arm body comprising:

[0006] A shock-absorbing spring mounting part is provided on the first side of the control arm body, and the shock-absorbing spring mounting part has a receiving cavity for accommodating the shock-absorbing spring.

[0007] A stabilizer bar connecting rod mounting part is provided on the second side of the control arm body. The stabilizer bar connecting rod mounting part is provided with a mounting hole, and the side of the mounting hole facing the stabilizer bar connecting rod is provided with a recess. The shock absorber spring mounting part is provided with a clearance hole for the stabilizer bar connecting rod to pass through, and the clearance hole is connected to the receiving cavity.

[0008] In one alternative embodiment, the recess is a conical recess.

[0009] In one optional embodiment, the sidewall of the accommodating cavity is provided with an opening, and / or the bottom wall of the accommodating cavity is provided with a leakage hole.

[0010] In one optional embodiment, the shock-absorbing spring mounting portion is provided with a reinforcing rib, which is disposed on the second side of the control arm body and is positioned opposite to the opening.

[0011] In one optional embodiment, a positioning protrusion is provided in the middle of the bottom wall of the accommodating cavity. The positioning protrusion is a conical boss, and a through hole is provided in the middle of the positioning protrusion.

[0012] The bottom wall of the accommodating cavity is further provided with a limiting step and / or a limiting hole, wherein the limiting step is provided at the edge of the bottom wall and the limiting hole is provided at the middle of the bottom wall.

[0013] In one optional implementation, the control arm body further includes:

[0014] A first connecting arm and a second connecting arm are disposed at the first end of the control arm body, and the first connecting arm and the second connecting arm are used to connect the subframe.

[0015] And / or, a third connecting arm and a fourth connecting arm are disposed at the second end of the control arm body, the third connecting arm and the fourth connecting arm are used to connect the steering knuckle, and the third connecting arm and / or the fourth connecting arm are fork-shaped structures.

[0016] In one optional implementation, the control arm body further includes:

[0017] A height sensor mounting part is disposed between the second connecting arm and the shock-absorbing spring mounting part, and the height sensor mounting part is disposed on the side of the control arm body;

[0018] And / or, a sensor harness fixing part is disposed between the first connecting arm and the third connecting arm, and the sensor harness fixing part is disposed on the first side of the control arm body.

[0019] In one optional implementation, the interior of the control arm body is a hollow structure;

[0020] And / or, a weight-reducing groove is provided on the second side of the control arm body;

[0021] And / or, both the first and second sides of the control arm body are provided with a mesh pattern.

[0022] Secondly, this utility model also provides a suspension system, including a control arm as described in any of the above claims.

[0023] Thirdly, this utility model also provides a vehicle, including the suspension system described above.

[0024] The control arm provided by this utility model has a stabilizer bar connecting part and a stabilizer bar connecting part that can be connected by bolts. The mounting side of the mounting hole has a recessed part that can cooperate with the protrusion of the stabilizer bar connecting part for fixation, thus forming a single-sided fixing structure. This facilitates the installation of the stabilizer bar connecting part and enables a tight connection. At the same time, the protrusion of the stabilizer bar connecting part and the recessed part cooperate with each other to improve the resistance to lateral forces and make the connection more reliable. This effectively avoids the problem of traditional clamping structures struggling to balance structural strength and clamping effect, and reduces the risk of clamping lugs cracking, loosening, and abnormal noise. Attached Figure Description

[0025] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0026] Figure 1 This is one of the structural schematic diagrams of the first side of the control arm in an embodiment of the present utility model;

[0027] Figure 2 This is a second schematic diagram of the structure of the first side of the control arm in an embodiment of the present invention;

[0028] Figure 3 This is a schematic diagram of the structure of the second side of the control arm in an embodiment of the present invention;

[0029] Figure 4 This is a partial sectional view of the stabilizer bar connecting rod mounting portion according to an embodiment of the present utility model;

[0030] Figure 5 This is a schematic diagram of the hollow structure of the control arm in an embodiment of the present invention;

[0031] Figure 6 This is a partially enlarged schematic diagram of the height sensor mounting portion according to an embodiment of the present invention;

[0032] Figure 7 This is one of the schematic diagrams showing the installation position of the control arm in an embodiment of this utility model;

[0033] Figure 8 This is a second schematic diagram showing the installation position of the control arm in an embodiment of this utility model;

[0034] Figure 9 This is the third schematic diagram showing the installation position of the control arm in this embodiment of the present invention;

[0035] Figure 10 This is a schematic diagram of the structure of the first side of another control arm according to an embodiment of the present utility model;

[0036] Figure 11 This is a schematic diagram of the structure of the second side of a control arm according to another embodiment of the present utility model.

[0037] Explanation of reference numerals in the attached figures:

[0038] 100. Control arm body; 1001. First side; 1002. Second side; 1003. First end; 1004. Second end; 1005. Side section;

[0039] 1. Shock-absorbing spring mounting part; 101. Receiving cavity; 1011. Side wall; 1012. Bottom wall; 102. Clearance hole; 103. Opening; 104. Leakage hole; 105. Positioning protrusion; 106. Through hole; 107. Limiting step; 108. Limiting hole; 109. Reinforcing rib; 2. Stabilizer rod mounting part; 201. Mounting hole; 202. Recessed part; 3. First connecting arm; 4. Second connecting arm; 5. Third connecting arm; 6. Fourth connecting arm; 7. Height sensor mounting part; 701. First fixing hole; 702. First limiting part; 703. Second fixing hole; 704. Second limiting part; 8. Sensor wiring harness fixing part; 9. Hollow structure; 10. Weight reduction groove; 11. Mesh pattern;

[0040] 200, Shock absorber spring; 300, stabilizer bar link; 3001, protrusion; 3002, bushing; 3003, bolt; 400, subframe; 500, steering knuckle; 5001, steering knuckle link; 600, height sensor; 700, wiring harness mounting bracket. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0042] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0043] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" 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, a direct connection, or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0044] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0045] The following is combined with Figures 1 to 11 This describes the control arm, suspension system, and vehicle according to embodiments of the present invention.

[0046] According to an embodiment of the present invention, in a first aspect, a control arm is provided, including a control arm body 100, the control arm body 100 including a shock-absorbing spring mounting portion 1 and a stabilizer bar connecting rod mounting portion 2. Specifically, as Figure 1As shown, the shock-absorbing spring mounting part 1 is disposed on the first side 1001 of the control arm body 100, and the shock-absorbing spring mounting part 1 has a receiving cavity 101 for accommodating the shock-absorbing spring 200. It should be noted that the first side 1001 and the second side 1002 are opposite to each other. In this embodiment, the first side 1001 is the upper surface of the control arm body 100, and the second side 1002 is the lower surface of the control arm body 100.

[0047] like Figure 1 and Figure 3 As shown, the stabilizer bar connecting rod mounting part 2 is disposed on the second side 1002 of the control arm body 100, and the stabilizer bar connecting rod mounting part 2 is provided with mounting holes 201, specifically, as shown in the figure. Figure 1 As shown, mounting hole 201 is a threaded hole. Figure 4 As shown, the mounting hole 201 has a recess 202 on the side facing the stabilizer bar link 300. The stabilizer bar link 300 has a protrusion 3001 that matches the recess 202, and the recess 202 is adapted to be inserted into the protrusion 3001 on the stabilizer bar link 300. Optionally, the stabilizer bar link 300 is connected to a bushing 3002, one end of which has the aforementioned protrusion 3001. During installation, the protrusion 3001 on the bushing 3002 is inserted into the recess 202, and then a bolt 3003 is passed through the bushing 3002 and the stabilizer bar link mounting part 2, and locked with a nut to connect the stabilizer bar link 300 to the stabilizer bar link mounting part 2.

[0048] like Figure 2 As shown, the shock absorber spring mounting part 1 is provided with a clearance hole 102 for the stabilizer bar connecting rod 300 to pass through, and the clearance hole 102 is connected to the receiving cavity 101. In this way, the stabilizer bar connecting rod 300 passes through the clearance hole 102 and is connected to the stabilizer bar connecting rod mounting part 2. On the one hand, it meets the installation requirements of the stabilizer bar connecting rod 300, and on the other hand, it allows foreign objects such as stones and sand that fall into the receiving cavity 101 to be discharged through the clearance hole 102, avoiding wear of the shock absorber spring 200 by foreign objects.

[0049] With this configuration, the stabilizer bar connecting rod mounting part 2 and the stabilizer bar connecting rod 300 can be connected by bolts 3003. The mounting side of the mounting hole 201 has a recessed part 202, which can cooperate with the protrusion 3001 of the stabilizer bar connecting rod 300 for fixation, thus forming a one-sided fixing structure. This facilitates the installation of the stabilizer bar connecting rod 300 and enables a tight connection. At the same time, the protrusion 3001 of the stabilizer bar connecting rod 300 and the recessed part 202 cooperate with each other, improving the resistance to lateral forces and making the connection more reliable. This effectively avoids the problem of traditional clamping structures struggling to balance structural strength and clamping effect, and reduces the risk of cracking, loosening, and abnormal noise in traditional clamping lugs.

[0050] Optionally, in some embodiments of this utility model, such as Figure 4As shown, the recess 202 is a conical recess, and correspondingly, the protrusion 3001 on the stabilizer rod 300 is a conical protrusion adapted to the conical recess. It should be noted that the recess 202 and the protrusion 3001 form a conical mating structure, creating an annular surface contact after assembly. This significantly increases the actual contact area, resulting in a more uniform stress distribution under lateral force and avoiding the risk of deformation or sliding caused by localized stress concentration. The conical slope decomposes some of the lateral force into a normal force perpendicular to the contact surface, thereby utilizing the slope's self-locking effect to enhance resistance to lateral sliding. The conical slope has guiding alignment characteristics, enabling automatic correction and reducing lateral force concentration caused by assembly errors, further improving the structure's stability under dynamic loads (such as vibration and impact). The annular surface contact of the conical mating enhances local stiffness, preventing loosening of the fit due to localized deformation.

[0051] This design, with its combination of conical recesses and protrusions, significantly enhances resistance to lateral forces through the synergistic effects of annular surface contact, normal force decomposition, geometric alignment, and increased stiffness. At the same time, it reduces the impact of assembly errors through structural adaptability, achieving a more reliable and stable mechanical connection.

[0052] Optionally, in some embodiments of this utility model, such as Figure 1 and Figure 2 As shown, the side wall 1011 of the accommodating cavity 101 has an opening 103. With this configuration, the side wall of the shock absorber spring mounting part 1 has a notch, forming an open area, changing from a traditional fully enclosed structure to a semi-enclosed structure. This facilitates the discharge of foreign objects such as sand and gravel, avoiding the problem of sand and gravel falling in and being unable to be discharged during use, thus preventing wear on the shock absorber spring 200. In addition, it also facilitates the discharge of liquids, preventing rust on the shock absorber spring 200, thereby extending the service life of the shock absorber spring 200.

[0053] In some embodiments, such as Figure 2 As shown, the bottom wall 1012 of the accommodating cavity 101 is provided with drainage holes 104. Optionally, there are at least two drainage holes 104, the number of which can be determined according to actual design requirements, to provide redundancy and prevent clogging. Multiple drainage holes 104 are distributed in different positions, which can cover liquid in different areas of the accommodating cavity 101 and prevent local water accumulation. In this way, liquid accumulated in the accommodating cavity 101 can be drained in a timely manner through the drainage holes 104, reducing the risk of corrosion.

[0054] Optionally, in some embodiments of this utility model, such as Figure 10 and Figure 11As shown, the shock-absorbing spring mounting part 1 is provided with a reinforcing rib 109, which is located on the second side 1002 of the control arm body 100, and the reinforcing rib 109 is positioned opposite the opening 103. It should be noted that since the shock-absorbing spring mounting part 1 has an opening 103, this area is prone to becoming a structural weak point. Therefore, by providing the reinforcing rib 109, the structural strength of this weak area can be effectively enhanced, thereby improving the stability and durability of the overall structure. Furthermore, in some embodiments, the addition of the reinforcing rib 109 structure based on the weak point allows for an appropriate reduction in the thickness of the bottom wall 1012 of the shock-absorbing spring mounting part 1, reducing the weight of the control arm while meeting structural performance requirements.

[0055] Optionally, in some embodiments of this utility model, such as Figure 2 As shown, a positioning protrusion 105 is provided in the middle of the bottom wall 1012 of the accommodating cavity 101. The positioning protrusion 105 is a conical boss, and a through hole 106 is provided in the middle of the positioning protrusion 105. With this configuration, the positioning protrusion 105 can play a positioning and guiding role for the shock-absorbing spring 200, improving assembly efficiency. In addition, the through hole 106 in the center of the positioning protrusion 105 can also reduce weight, which is conducive to achieving lightweight design.

[0056] In some embodiments, the bottom wall 1012 of the accommodating cavity 101 is further provided with a limiting step 107 and / or a limiting hole 108, wherein the limiting step 107 is disposed at the edge of the bottom wall 1012 of the accommodating cavity 101, and the limiting hole 108 is disposed at the middle of the bottom wall 1012 of the accommodating cavity 101. It should be noted that the shock-absorbing spring 200 generally includes an air spring and a coil spring. For example... Figure 9 As shown, when the air spring is installed in the receiving cavity 101, the center hole at the bottom of the air spring is aligned with the positioning protrusion 105 for center positioning, and the stepped structure at the bottom of the air spring abuts against the limiting step 107 for circumferential positioning, preventing unnecessary rotation of the air spring, thereby ensuring reliable installation of the air spring. Figure 8 As shown, when the coil spring is installed in the accommodating cavity 101, the center hole of the bottom mounting base of the coil spring is aligned with the positioning protrusion 105 for center positioning, and the protrusion on the bottom mounting base of the coil spring is inserted into the limiting hole 108 for circumferential positioning, preventing unnecessary rotation of the coil spring and thus improving the stability of the coil spring installation. In this way, the positioning and installation requirements of different shock-absorbing springs 200 can be fully met, improving the flexibility and convenience of use.

[0057] Optionally, in some embodiments of this utility model, the control arm body 100 further includes a first connecting arm 3 and a second connecting arm 4, such as... Figure 2As shown, the first connecting arm 3 and the second connecting arm 4 are disposed at the first end 1003 of the control arm body 100, and the first connecting arm 3 and the second connecting arm 4 are used to connect the subframe 400. Specifically, the first connecting arm 3 and the second connecting arm 4 have an annular sleeve structure, such as... Figure 7 and Figure 8 As shown, the bushing can be press-fitted into the annular sleeve and then connected to the subframe 400 by bolts.

[0058] In some embodiments, the control arm body 100 further includes a third connecting arm 5 and a fourth connecting arm 6, such as Figure 2 As shown, the third connecting arm 5 and the fourth connecting arm 6 are disposed at the second end 1004 of the control arm body 100. The third connecting arm 5 and the fourth connecting arm 6 are used to connect the steering knuckle 500, and the third connecting arm 5 and / or the fourth connecting arm 6 have a fork-shaped structure. Specifically, as shown... Figure 7 and Figure 8 As shown, the third connecting arm 5 is bolted to the steering knuckle link 5001 on the steering knuckle 500, and the fourth connecting arm 6 is bolted to the ball joint bushing on the steering knuckle 500. In this way, the control arm forms an H-shaped integral structure, integrating the front and rear mounting points of the subframe 400 and the steering knuckle 500. While ensuring the structural strength of the control arm, compared with the multi-link structure of traditional suspension systems, this control arm is lighter and occupies less space, which is beneficial for optimizing the layout of the vehicle chassis.

[0059] Optionally, in some embodiments of this utility model, such as Figure 2 As shown, the control arm body 100 also includes a height sensor mounting part 7, which is disposed between the second connecting arm 4 and the shock-absorbing spring mounting part 1, and is located on the side 1005 of the control arm body 100. Specifically, as... Figure 6 As shown, the height sensor mounting part 7 includes a first fixing hole 701, a first limiting part 702, a second fixing hole 703, and a second limiting part 704. Optionally, the first fixing hole 701 and the first limiting part 702 form a positioning mounting configuration for the height sensor 600, wherein both the first fixing hole 701 and the first limiting part 702 are threaded holes. The first fixing hole 701 is used to fix the height sensor 600, and the first limiting part 702 is used to limit the height sensor 600 to prevent it from swinging. The second fixing hole 703 and the second limiting part 704 form another positioning mounting configuration for the height sensor 600, wherein the second fixing hole 703 is a threaded hole used to fix the height sensor 600, and the second limiting part 704 is a limiting stop. The height sensor 600 abuts against the limiting stop to limit its position, thereby preventing it from swinging. In this way, users can choose a suitable mounting configuration according to their needs, making the use more flexible and convenient.

[0060] In some embodiments, such as Figure 2 As shown, the control arm body 100 also includes a sensor harness fixing part 8, which is disposed between the first connecting arm 3 and the third connecting arm 5, and is located on the first side 1001 of the control arm body 100. Specifically, as... Figure 7 As shown, the suspension system also includes wheel speed sensors. The wheel speed sensors are equipped with wiring harness fixing brackets 700. The wiring harness fixing brackets 700 and the sensor wiring harness fixing parts 8 can be connected by bolts, thereby fixing the wheel speed sensor wiring harness and effectively resisting pulling, swaying, or loosening of the wiring harness caused by vibration, preventing sensor signal interruption due to poor wiring harness contact. With this design, the control arm further integrates the height sensor 600 fixing point and the wheel speed sensor wiring harness fixing point, thus achieving a high degree of integration of the control arm. Multiple mounting parts connect the control arm to components such as the shock absorber spring 200, stabilizer bar link 300, subframe 400, steering knuckle 500, height sensor 600, and wheel speed sensor, forming part of the suspension system. This significantly reduces the number of sub-components, making the structure more compact, which is beneficial for optimizing the layout of the vehicle chassis space, reducing parts processing steps, and lowering carbon emissions in parts manufacturing.

[0061] Optionally, in some embodiments of this utility model, such as Figure 5 As shown, the control arm body 100 has a hollow structure 9 inside. Specifically, the control arm body 100 can be processed from aluminum profiles, etc., such as using a hollow cast aluminum integrated design. It should be noted that by forming a large-area hollow cavity inside, the control arm body 100 can effectively improve the stiffness, modal characteristics, strength, and durability of the control arm, improve the reliability of the parts, and increase the load-bearing cross-sectional area of ​​the control arm while meeting the requirements of lightweight design. This allows the control arm to bear the lateral (Y-direction) force of the entire vehicle, as well as the force in the vehicle's driving or braking direction (X-direction), resulting in good torsional resistance and good drivability and stability. In addition, the wall thickness of the hollow structure 9 can be adjusted according to actual design requirements. For example, the wall thickness can be increased near the shock absorber spring mounting part 1 and various connecting arms to improve the structural strength at the connection points.

[0062] In some embodiments, such as Figure 3As shown, a weight-reduction groove 10 is provided on the second side 1002 of the control arm body 100. That is, the weight-reduction groove 10 is arranged on the lower surface of the control arm body 100. Multiple weight-reduction grooves 10 can be designed, for example, they can be set at the mounting positions such as the lower surface of the connecting arm or the lower surface of the shock absorber spring mounting part 1. With this arrangement, the weight-reduction groove 10 significantly reduces the overall weight of the control arm by removing local non-critical materials, thereby reducing the overall vehicle weight, reducing fuel consumption, or increasing the driving range of electric vehicles.

[0063] In some embodiments, see Figure 1 as well as Figures 7 to 9 As shown, both the first side 1001 and the second side 1002 of the control arm body 100 are provided with a mesh pattern 11. That is, a mesh structure is arranged on both the upper and lower surfaces of the control arm body 100. It should be noted that during the casting process of the control arm, the mesh structure can play a role in venting, reducing defects caused by air entrapment, and can also guide the flow of the casting liquid, such as molten aluminum, improving the fluidity of the casting liquid.

[0064] According to an embodiment of the present invention, in a second aspect, a suspension system is also provided, including a control arm as described in the various embodiments above. The derivation process of this beneficial effect is largely similar to the derivation process of the beneficial effect of the control arm described above, and therefore will not be repeated here.

[0065] According to an embodiment of the present invention, in a third aspect, a vehicle is also provided, including the suspension system as described in the above embodiments. Optionally, the vehicle is a vehicle, a low-altitude aircraft, etc. The derivation process of this beneficial effect is roughly similar to the derivation process of the beneficial effect of the suspension system described above, and therefore will not be repeated here.

[0066] Although embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A control arm, characterized in that Includes a control arm body (100), the control arm body (100) comprising: A shock-absorbing spring mounting part (1) is provided on the first side (1001) of the control arm body (100), and the shock-absorbing spring mounting part (1) has a receiving cavity (101) for accommodating a shock-absorbing spring (200); The stabilizer bar connecting rod mounting part (2) is provided on the second side (1002) of the control arm body (100). The stabilizer bar connecting rod mounting part (2) is provided with a mounting hole (201). The mounting hole (201) is provided with a recess (202) on the side facing the stabilizer bar connecting rod (300). The shock absorber spring mounting part (1) is provided with a clearance hole (102) for the stabilizer bar connecting rod (300) to pass through. The clearance hole (102) is connected to the receiving cavity (101).

2. The control arm of claim 1, wherein The recess (202) is a conical recess.

3. Control arm according to claim 1 or 2, characterized in that The side wall (1011) of the accommodating cavity (101) is provided with an opening (103), and / or the bottom wall (1012) of the accommodating cavity (101) is provided with a leakage hole (104).

4. The control arm of claim 3, wherein, The shock-absorbing spring mounting part (1) is provided with a reinforcing rib (109), which is located on the second side (1002) of the control arm body (100), and the reinforcing rib (109) is opposite to the opening (103).

5. The control arm according to claim 1 or 2, characterized in that The bottom wall (1012) of the accommodating cavity (101) is provided with a positioning protrusion (105) in the middle. The positioning protrusion (105) is a conical boss, and the positioning protrusion (105) is provided with a through hole (106) in the middle. The bottom wall (1012) of the accommodating cavity (101) is also provided with a limiting step (107) and / or a limiting hole (108). The limiting step (107) is located at the edge of the bottom wall (1012), and the limiting hole (108) is located in the middle of the bottom wall (1012).

6. The control arm according to claim 1 or 2, characterized in that The control arm body (100) also includes: The first connecting arm (3) and the second connecting arm (4) are disposed at the first end (1003) of the control arm body (100), and the first connecting arm (3) and the second connecting arm (4) are used to connect the subframe (400); And / or, the third connecting arm (5) and the fourth connecting arm (6) are disposed at the second end (1004) of the control arm body (100), the third connecting arm (5) and the fourth connecting arm (6) are used to connect the steering knuckle (500), and the third connecting arm (5) and / or the fourth connecting arm (6) are fork-shaped structures.

7. The control arm of claim 6, wherein The control arm body (100) also includes: A height sensor mounting part (7) is disposed between the second connecting arm (4) and the shock-absorbing spring mounting part (1), and the height sensor mounting part (7) is disposed on the side (1005) of the control arm body (100); And / or, a sensor harness fixing part (8) is disposed between the first connecting arm (3) and the third connecting arm (5), and the sensor harness fixing part (8) is disposed on the first side (1001) of the control arm body (100).

8. The control arm according to claim 1 or 2, characterized in that The control arm body (100) has a hollow structure (9) inside; And / or, a weight-reducing groove (10) is provided on the second side (1002) of the control arm body (100); And / or, the first side (1001) and the second side (1002) of the control arm body (100) are both provided with a mesh (11).

9. A suspension system characterized by, Includes the control arm as described in any one of claims 1 to 8.

10. A carrier, characterized by Includes the suspension system as described in claim 9.

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