Suspension control arm and vehicle

Abstract

This disclosure relates to a suspension control arm and a vehicle. The suspension control arm includes an arm body extending along a first direction and including a bottom wall and two vertical walls. The two vertical walls are respectively connected to the two sides of the bottom wall in a second direction perpendicular to the first direction. The bottom wall is provided with a connecting portion for connecting a spring pad of the suspension mechanism. The two vertical walls are respectively provided with first holes at corresponding positions, and the two first holes together form a first mounting channel structure for connecting a shock absorber of the suspension mechanism. The bottom wall is provided with a first opening, and the position of the first opening corresponds to the position of the first mounting channel structure along the first direction. The first opening has a first length along the first direction and a second length along the second direction. The distance between the first opening and the connecting portion along the first direction is a first spacing, and the distance between the first opening and the vertical wall along the second direction is a second spacing. The ratio of the first spacing to the first length is 1 / 4 to 1 / 2, and the ratio of the second spacing to the second length is 1 / 4 to 1 / 2.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more particularly to a suspension control arm and a vehicle. Background Technology

[0002] During the assembly of the vehicle suspension mechanism, the shock absorber and the suspension control arm are connected by bolts. Due to the machining tolerance of the suspension control arm, a backlash force will be generated during the tightening of the bolts, which requires a certain amount of torque to resist the backlash force.

[0003] On the one hand, it is necessary to ensure the buckling strength of the shock absorber, and on the other hand, it is necessary to avoid torque loss caused by clearance force during bolt tightening. However, in the existing design of the suspension control arm, it is difficult to balance the buckling strength when installing the shock absorber and the torque loss caused by clearance force. Summary of the Invention

[0004] To overcome the problems existing in the related technologies, this disclosure provides a suspension control arm and a vehicle.

[0005] According to a first aspect of the present disclosure, a suspension control arm is provided for mounting on a vehicle suspension mechanism; the suspension control arm includes an arm body extending along a first direction and including a bottom wall and two vertical walls, the two vertical walls respectively connecting the bottom wall on both sides in a second direction perpendicular to the first direction; the bottom wall is provided with a connecting portion for connecting a spring pad of the suspension mechanism; the two vertical walls are respectively provided with first holes at corresponding positions, the two first holes together forming a first mounting channel structure for connecting a shock absorber of the suspension mechanism; wherein: the bottom wall is provided with a first opening along the first direction, the position of the first opening corresponding to the position of the first mounting channel structure; the first opening has a first length along the first direction and a second length along the second direction, the distance between the first opening and the connecting portion along the first direction is a first spacing, and the distance between the first opening and the vertical wall along the second direction is a second spacing; wherein the ratio of the first spacing to the first length is 1 / 4 to 1 / 2, and the ratio of the second spacing to the second length is 1 / 4 to 1 / 2.

[0006] In some exemplary embodiments of this disclosure, the first length is 60mm to 85mm, the second length is 40mm to 50mm, the first spacing is 24mm to 30mm, and the second spacing is 13mm to 15mm.

[0007] In some exemplary embodiments of this disclosure, one end of the arm body in the first direction is a first end, and the first end is used to connect a steering knuckle; the first opening is located between the connecting portion and the first end; wherein, the distance between the first opening and the first end along the first direction is a third spacing, and the ratio of the third spacing to the first length is 1 / 2 to 1 / 1.

[0008] In some exemplary embodiments of this disclosure, the bottom wall is provided with a first notch at the first end, and the first notch is recessed toward the first opening along the first direction; wherein, the third distance is the distance between the first opening and the first notch along the first direction.

[0009] In some exemplary embodiments of this disclosure, the first length is 60mm to 85mm, the second length is 40mm to 50mm, the first spacing is 24mm to 30mm, the second spacing is 13mm to 15mm, and the third spacing is 50mm to 60mm.

[0010] In some exemplary embodiments of this disclosure, the first opening is rectangular, with two sides of the rectangle extending along the first direction and the other two sides extending along the second direction; wherein the corners of the rectangle are arc-shaped transition structures.

[0011] In some exemplary embodiments of this disclosure, the diameter of one of the two first holes is larger than the diameter of the other, and the difference in diameter between the two first holes is 0.2 mm to 0.8 mm.

[0012] In some exemplary embodiments of this disclosure, the connecting portion includes a boss for fitting a spring pad; the boss protrudes from one side surface of the bottom wall where the vertical wall is provided, and the other side surface of the bottom wall forms a recess corresponding to the boss; wherein: the height of the boss is greater than or equal to 20mm; and / or, the connection between the bottom of the boss and the bottom wall is a rounded corner structure, and the radius of the corresponding circle of the rounded corner structure is 3mm to 6mm.

[0013] In some exemplary embodiments of this disclosure, the two vertical walls are respectively provided with second holes at corresponding positions at the first end, and the two second holes together form a second mounting channel structure for connecting the steering knuckle; wherein, the diameter of one of the two second holes is larger than the diameter of the other, and the difference between the diameters of the two second holes is 0.2mm to 0.8mm.

[0014] In some exemplary embodiments of this disclosure, the other end of the arm body in the first direction is a second end, which is used to provide a sleeve to fit the bushing; a third hole is provided at the corresponding position of the two vertical walls, and the two third holes together form a third mounting channel structure for connecting the stabilizer rod of the suspension mechanism. The third mounting channel structure is located between the first mounting channel structure and the second end; wherein, the diameter of one of the two third holes is larger than the diameter of the other hole, and the difference between the diameters of the two third holes is 0.2 mm to 0.8 mm.

[0015] In some exemplary embodiments of this disclosure, the suspension control arm further includes a reinforcing plate; the reinforcing plate is connected to the ends of the two vertical walls away from the bottom wall on both sides in the second direction; the reinforcing plate is provided with a through hole for the spring pad to pass through; wherein, on the plane where the reinforcing plate is located, the orthographic projection of the through hole is offset from the orthographic projection of the first opening; the reinforcing plate is provided with a second notch to avoid the first opening, so that the orthographic projection of the reinforcing plate and the orthographic projection of the first opening do not overlap.

[0016] In some exemplary embodiments of this disclosure, the reinforcing plate includes a plate body, the portion of which located in the middle of the second notch is bent toward the bottom wall to form an avoidance recess, the depth of which is 10mm to 20mm.

[0017] According to a second aspect of the present disclosure, a vehicle is provided, wherein the vehicle's suspension mechanism includes the suspension control arm proposed in the present disclosure and described in the exemplary embodiments described above.

[0018] The technical solutions provided by the embodiments of this disclosure can include the following beneficial effects: The suspension control arm proposed in this disclosure includes an arm body, which includes a bottom wall and two vertical walls; the bottom wall is provided with a connecting portion for connecting a spring pad; the corresponding positions of the two vertical walls are respectively provided with first holes for connecting a shock absorber; the bottom wall is provided with a first opening, which has a first length along a first direction and a second length along a second direction, the distance between the first opening and the connecting portion along the first direction is a first spacing, and the distance between the first opening and the vertical wall along the second direction is a second spacing; the ratio of the first spacing to the first length is 1 / 4 to 1 / 2, and the ratio of the second spacing to the second length is 1 / 4 to 1 / 2. Through the above structural design, this disclosure controls the first spacing between the first opening and the connecting portion and the second spacing with the vertical wall within a suitable range, ensuring that the first opening is arranged on the bottom wall in a sufficiently large manner, thereby reducing the backlash force during the assembly of the suspension control arm and the shock absorber, and thus reducing the loss of the installation torque due to the backlash force. At the same time, this disclosure can avoid the first opening being too large, thereby limiting the buckling phenomenon caused by the setting of the first opening and ensuring the buckling strength of the suspension control arm.

[0019] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0021] Figure 1 This is a perspective view of a suspension control arm shown according to some exemplary embodiments of the present disclosure;

[0022] Figure 2 yes Figure 1 A three-dimensional schematic diagram of the suspension control arm from another perspective is shown.

[0023] Figure 3 yes Figure 1 A plan view of the suspension control arm body is shown;

[0024] Figure 4 yes Figure 3 A magnified view of a portion of the image;

[0025] Figure 5 yes Figure 3 A schematic diagram of the cross-section of the arm is shown;

[0026] Figure 6 yes Figure 5 A magnified view of a portion of the image;

[0027] Figure 7 yes Figure 1 An enlarged schematic diagram of the reinforcing plate of the suspension control arm is shown;

[0028] Figure 8 yes Figure 7 A side view of the reinforcing plate is shown;

[0029] Figure 9 This is a block diagram of a vehicle illustrated according to some exemplary embodiments of the present disclosure.

[0030] Explanation of reference numerals in the attached figures:

[0031] 100. Arm body; 310. Through hole;

[0032] 101. First end; 320. Second notch;

[0033] 102. Second end; 330. Avoiding the depression;

[0034] 110. Bottom wall; 600. Vehicle;

[0035] 111. Connecting part; 610. Infotainment system;

[0036] 1111. Boss; 620. Sensing system;

[0037] 112. First opening; 630. Decision control system;

[0038] 113. First gap; 640. Drive system;

[0039] 114. Second opening; 650. Computing platform;

[0040] 120. Vertical wall; 651. Processor;

[0041] 121. First hole; 652. Memory;

[0042] 1211. First mounting channel structure; 653. Instructions;

[0043] 122. Second hole; E1. First spacing;

[0044] 1221. Second mounting channel structure; E2. Second spacing;

[0045] 123. Third hole; E3. Third spacing;

[0046] 1231. Third mounting channel structure; H1. Height;

[0047] 200. Casing; H2. Depth;

[0048] 300. Reinforcing plate; L1. First length;

[0049] L2. Second length. Detailed Implementation

[0050] Some embodiments of this disclosure will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. Various changes, modifications, and equivalents of the methods, apparatus, and / or systems described herein will become apparent upon understanding this disclosure. For example, the order of operations described herein is merely illustrative and is not limited to those orders set forth herein, but can be changed as will become apparent upon understanding this disclosure, except for operations that must be performed in a particular order. Furthermore, for clarity and brevity, descriptions of features known in the art may be omitted.

[0051] The embodiments described in the following examples of this disclosure are not representative of all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0052] See Figure 1 The illustration shows a representative perspective view of a suspension control arm. In this exemplary embodiment, the suspension control arm proposed in this disclosure is described using a rear wheel suspension mechanism of a vehicle as an example. It will be readily understood by those skilled in the art that various modifications, additions, substitutions, deletions, or other changes may be made to the specific embodiments described below in order to apply the relevant designs of this disclosure to other suspension mechanisms of vehicles, and these changes are still within the scope of the principles of the suspension control arm proposed in this disclosure.

[0053] like Figure 1 As shown, in one embodiment of this disclosure, the suspension control arm proposed in this disclosure includes an arm body 100. (See also...) Figures 2 to 8 , Figure 2 The image shows a representative three-dimensional schematic diagram of the suspension control arm from another perspective; Figure 3 The diagram shows a representative plan view of the arm body 100; Figure 4 China representatively shows Figure 3 A magnified view of a portion of the image; Figure 5 A representative cross-sectional schematic diagram of arm 100 is shown in the figure; Figure 6 China representatively shows Figure 5 A magnified view of a portion of the image; Figure 7 An enlarged schematic diagram of the reinforcing plate 300 is shown in the figure. Figure 8 A representative side view of the reinforcing plate 300 is shown in the figure. The structure, connection method, and functional relationship of the main components of the suspension control arm proposed in this disclosure will be described in detail below with reference to the above figures.

[0054] like Figures 1 to 4As shown, in one embodiment of this disclosure, the arm 100 extends along a first direction, which can be referred to as direction D1 in the accompanying drawings. The arm 100 includes a bottom wall 110 and two vertical walls 120, which are respectively connected to the two sides of the bottom wall 110 in a second direction, which can be referred to as direction D2 in the accompanying drawings, and is perpendicular to the first direction. In other words, the cross-section of the arm 100 can be approximately U-shaped. The bottom wall 110 is provided with a connecting portion 111 for connecting the spring pad of the suspension mechanism. The two vertical walls 120 are respectively provided with first holes 121 at corresponding positions, which together form a first mounting channel structure 1211 for connecting the shock absorber of the suspension mechanism. For example, the shock absorber can be installed by bolts, and the bolts pass through the two first holes 121 of the first mounting channel structure 1211 and through the internal space of the arm 100 (i.e., the U-shaped inner cavity). Based on this, the bottom wall 110 is provided with a first opening 112, and the position of the first opening 112 corresponds to the position of the first mounting hole structure 1211 along the first direction. The first opening 112 has a first length L1 along the first direction and a second length L2 along the second direction. The distance between the first opening 112 and the connecting part 111 along the first direction is a first spacing E1, and the distance between the first opening 112 and the vertical wall 120 along the second direction is a second spacing E2. The ratio of the first spacing E1 to the first length L1 is 1 / 4 to 1 / 2, for example, 1 / 4, 3 / 10, 1 / 3, 3 / 8, 2 / 5, 4 / 9, 1 / 2, etc., and the ratio of the second spacing E2 to the second length L2 is 1 / 4 to 1 / 2, for example, 1 / 4, 3 / 10, 1 / 3, 3 / 8, 2 / 5, 4 / 9, 1 / 2, etc. Through the above structural design, this disclosure controls the first distance between the first opening 112 and the connecting portion 111 and the second distance between the first opening 112 and the vertical wall 120 within a suitable range, ensuring that the first opening 112 is arranged on the bottom wall 110 in a sufficiently large manner. This reduces the backlash-eliminating force during the assembly of the suspension control arm and the shock absorber, thereby reducing the loss of installation torque due to the backlash-eliminating force. At the same time, this disclosure can avoid the first opening 112 being too large, thereby limiting the buckling phenomenon caused by the setting of the first opening 112 and ensuring the buckling strength of the suspension control arm.

[0055] It should be noted that the bottom wall 110 may adopt a non-flat structure as shown in the attached figure. For example, the bottom wall 110 may have several bends or curves. Accordingly, the first direction mentioned above refers to the arm body 100 extending generally in this direction as a whole, and does not limit the local use of the arm body 100 to control possible extension structures in other directions.

[0056] It should be noted that the aforementioned first spacing E1 can be understood as the distance between the first opening 112 and the connecting portion 111 at their closest points in the first direction. Furthermore, the aforementioned second spacing E2 can be understood as the distance between the first opening 112 and the adjacent wall 120 at their closest points on one side in the second direction. Additionally, the first opening 112 can be centrally located on the bottom wall 110 along the second direction, meaning the second spacing E2 between the first opening 112 and the adjacent walls 120 on both sides is equal.

[0057] In one embodiment of this disclosure, taking the suspension control arm proposed in this disclosure as an example applied to the rear suspension mechanism of a small car, the first length L1 can be 60mm to 85mm, such as 60mm, 65mm, 70mm, 75mm, 80mm, 85mm, etc. The second length L2 can be 40mm to 50mm, such as 40mm, 42mm, 45mm, 47mm, 48mm, 50mm, etc. The first spacing E1 can be 24mm to 30mm, such as 24mm, 25mm, 26mm, 28mm, 29mm, 30mm, etc. The second spacing E2 can be 13mm to 15mm, such as 13mm, 13.2mm, 13.5mm, 14mm, 14.5mm, 15mm, etc. Here, "small car" can be understood as various types of vehicles such as sedans, SUVs, MPVs, small and medium-sized buses, or vans.

[0058] like Figure 4 As shown, in one embodiment of this disclosure, one end of the arm body 100 in a first direction is a first end 101, which is used to connect the steering knuckle. A first opening 112 is located between the connecting portion 111 and the first end 101. Furthermore, the distance between the first opening 112 and the first end 101 along the first direction is a third spacing E3. The ratio of this third spacing E3 to the first length L1 can be 1 / 2 to 1 / 1, for example, 1 / 2, 3 / 5, 5 / 8, 7 / 10, 4 / 5, 9 / 10, 1 / 1, etc. Through the above structural design, this disclosure further controls the size of the first opening 112 on the side facing the first end 101 within a suitable range, further ensuring a design that balances reducing backlash force and improving buckling strength.

[0059] like Figure 4As shown, based on the structural design of the ratio of the third spacing E3 to the first length L1, in one embodiment of this disclosure, the bottom wall 110 may be provided with a first notch 113 at the first end 101, and the first notch 113 is recessed towards the first opening 112 along a first direction. Accordingly, the aforementioned third spacing E3 can be the distance between the first opening 112 and the first notch 113 along the first direction. Utilizing the first notch 113, the suspension control arm can avoid part of the steering knuckle structure, thus preventing structural interference.

[0060] Based on the structural design of the ratio between the third spacing E3 and the first length L1, in one embodiment of this disclosure, taking the suspension control arm proposed in this disclosure as an example applied to the rear suspension mechanism of a small car, the first length L1 can be 60mm to 85mm, such as 60mm, 65mm, 70mm, 75mm, 80mm, 85mm, etc. The second length L2 can be 40mm to 50mm, such as 40mm, 42mm, 45mm, 47mm, 48mm, 50mm, etc. The first spacing E1 can be 24mm to 30mm, such as 24mm, 25mm, 26mm, 28mm, 29mm, 30mm, etc. The second spacing E2 can be 13mm to 15mm, such as 13mm, 13.2mm, 13.5mm, 14mm, 14.5mm, 15mm, etc. The third spacing E3 can be 50mm to 60mm, such as 50mm, 52mm, 55mm, 57mm, 58mm, 60mm, etc. The term "small car" can be understood as various types of vehicles, including sedans, SUVs, MPVs, small and medium-sized buses, and vans.

[0061] like Figure 4 As shown, in one embodiment of this disclosure, the first opening 112 can be a rectangle, with two sides extending along a first direction and the other two sides extending along a second direction. Accordingly, the first length L1 can be understood as the length of the side of the rectangle extending along the first direction, and the second length L2 can be understood as the length of the side of the rectangle extending along the second direction. Furthermore, the corners of the rectangle can be arc-shaped transition structures. Through the above structural design, this disclosure can improve the stress concentration problem at the corners of the first opening 112, ensuring the stability and structural strength of the suspension control arm.

[0062] In one embodiment of this disclosure, for the two first holes 121 of the first mounting channel structure 1211, the diameter of one hole can be larger than the diameter of the other hole, and the difference in diameter between the two first holes 121 can be 0.2mm to 0.8mm, for example, 0.2mm, 0.3mm, 0.4mm, 0.6mm, 0.8mm, etc. Further, the difference in diameter between the two first holes 121 is preferably 0.5mm. Through the above structural design, this disclosure adopts a large-small hole design for the two first holes 121 of the first mounting channel structure 1211, thereby solving the problem of hard point position displacement and bolt slippage caused by an excessively large first hole 121 when the shock absorber and the suspension control arm are connected by bolts. That is, the installation accuracy is optimized by using the smaller first hole 121, avoiding hard point position displacement and slippage, while the assembly difficulty is reduced by using the larger first hole 121, for example, the bolt can be assembled from the side of the larger first hole 121.

[0063] like Figure 6 As shown, in one embodiment of this disclosure, the connecting portion 111 may include a boss 1111 for fitting a spring washer, for example, the spring washer being fitted around the outer periphery of the boss 1111. The boss 1111 protrudes from one side surface of the bottom wall 110 where the vertical wall 120 is provided, and a corresponding recess is formed on the other side surface of the bottom wall 110. For example, the bottom wall 110 may be processed simultaneously by integral stamping or integral casting. Based on this, the height H1 of the boss 1111 can be greater than or equal to 20mm, for example, 20mm, 20.5mm, 21mm, 22mm, 23mm, 24.5mm, 25mm, 27mm, etc., and the upper limit of the height H1 of the boss 1111 can be flexibly selected according to the model and size of the spring washer to be fitted, for example, not greater than the height of the vertical wall 120. Through the above structural design, this disclosure uses the boss 1111 as the connecting part 111 connected to the spring pad, and adopts an appropriate range for the height H1 of the boss 1111, thereby avoiding the boss 1111 being too small and its sleeve length with the spring pad being too small, ensuring the installation effect of the spring pad, and especially avoiding the problem of the spring pad coming off under heavy load.

[0064] like Figure 6As shown, based on the structural design of the connecting part 111 including the boss 1111, in one embodiment of this disclosure, the connection between the bottom of the boss 1111 and the bottom wall 110 can be a rounded corner structure, and the corresponding radius of the rounded corner structure can be 3mm to 6mm, such as 3mm, 4mm, 5mm, 5.5mm, 6mm, etc. Through the above structural design, this disclosure can achieve a smooth transition at the bottom of the boss 1111 using the rounded corner structure, optimizing the stress state. On this basis, this disclosure controls the rounded corner structure at the bottom of the boss 1111 within a reasonable size range, avoiding an excessively large rounded corner structure at this position, thereby avoiding or reducing the impact of the rounded corner structure at this position on the connection stability and strength of the spring pad.

[0065] like Figure 6 As shown, based on the structural design of the connecting portion 111 including the boss 1111, in one embodiment of this disclosure, the periphery of the top of the boss 1111 can be a rounded corner structure, and the corresponding radius of the rounded corner structure can be 6mm to 10mm, such as 6mm, 7mm, 8mm, 9mm, 10mm, etc. Further, the corresponding radius of the rounded corner structure at the top of the boss 1111 is preferably 8.77mm. Through the above structural design, this disclosure can utilize the rounded corner structure to achieve a smooth transition at the top of the boss 1111, optimizing the stress state.

[0066] like Figure 1 , Figure 2 and Figure 5 As shown, in one embodiment of this disclosure, two vertical walls 120 may each be provided with a second hole 122 at corresponding positions of the first end 101. These two second holes 122 together form a second mounting channel structure 1221, which is used to connect a steering knuckle. For example, the steering knuckle can be installed with bolts, and the bolts pass through the two second holes 122 of the second mounting channel structure 1221 and through the internal space of the arm body 100. Based on this, for the two second holes 122 of the second mounting channel structure 1221, the diameter of one of them can be larger than the diameter of the other, and the difference in diameter between the two second holes 122 can be 0.2mm to 0.8mm, for example, 0.2mm, 0.3mm, 0.4mm, 0.6mm, 0.8mm, etc. Further, the difference in diameter between the two second holes 122 is preferably 0.5mm. Through the above structural design, this disclosure adopts a structure design of large and small holes for the two second holes 122 of the second mounting hole structure 1221. This can solve the problem of hard point position displacement and bolt slippage caused by the second hole 122 being too large when the steering knuckle and the suspension control arm are connected by bolts. That is, the installation accuracy is optimized by using the smaller second hole 122 to avoid hard point position displacement and slippage. At the same time, the assembly difficulty is reduced by using the larger second hole 122. For example, the bolt can be assembled from the side of the second hole 122 with the larger diameter.

[0067] Specifically, taking the M12 bolt as an example of the connecting part between the suspension control arm and the steering knuckle, the diameter of the larger second hole 122 can be 12.6mm, and the diameter of the smaller second hole 122 can be 12.1mm. Both second holes 122 can be machined using the tolerance standard of (0, +0.2).

[0068] like Figure 2 and Figure 5 As shown, in one embodiment of this disclosure, the other end of the arm 100 in the first direction is a second end 102, which is used to install a sleeve 200 to fit a bushing. Third holes 123 are respectively provided at corresponding positions of the two vertical walls 120. These two third holes 123 together form a third mounting channel structure 1231, which is used to connect the stabilizer rod of the suspension mechanism, and is located between the first mounting channel structure 1211 and the second end 102. Based on this, for the two third holes 123 of the third mounting channel structure 1231, the diameter of one of them can be larger than the diameter of the other, and the difference in diameter between the two third holes 123 can be 0.2mm to 0.8mm, for example, 0.2mm, 0.3mm, 0.4mm, 0.6mm, 0.8mm, etc. Further, the difference in diameter between the two third holes 123 can preferably be 0.5mm. Through the above structural design, this disclosure adopts a structure design of large and small holes for the two third holes 123 of the third mounting hole structure 1231. This can solve the problem of hard point position displacement and bolt slippage caused by the third hole 123 being too large when the stabilizer bar link and the suspension control arm are connected by bolts. That is, the installation accuracy is optimized by using the smaller third hole 123 to avoid hard point position displacement and slippage. At the same time, the assembly difficulty is reduced by using the larger third hole 123. For example, the bolt can be assembled from the side of the larger third hole 123.

[0069] Specifically, taking the M12 bolt as an example of the connector connecting the suspension control arm and the stabilizer bar, the diameter of the larger third hole 123 can be 10.6mm, and the diameter of the smaller third hole 123 can be 10.1mm. Both third holes 123 can be machined using the tolerance standard of (0, +0.2).

[0070] like Figure 2 and Figure 3 As shown, based on the structural design of the arm body 100 having a third mounting hole structure 1231, in one embodiment of this disclosure, the bottom wall 110 may be provided with a second opening 114, the position of which corresponds to the position of the third mounting hole structure 1231.

[0071] like Figure 1 , Figure 7 and Figure 8 As shown, in one embodiment of this disclosure, the suspension control arm further includes a reinforcing plate 300. The reinforcing plate 300 connects to the ends of two vertical walls 120 away from the bottom wall 110 on both sides in the second direction, meaning the reinforcing plate 300 is partially positioned at the opening of the aforementioned "U"-shaped structure of the arm body 100 to achieve reinforcement and protection functions. The reinforcing plate 300 has a through hole 310 for the spring pad to pass through. In other words, the reinforcing plate 300 is approximately a closed annular structure. Furthermore, on the plane where the reinforcing plate 300 is located, the orthographic projection of the through hole 310 is offset from the orthographic projection of the first opening 112. Additionally, the reinforcing plate 300 has a second notch 320, which avoids the first opening 112, ensuring that the orthographic projection of the reinforcing plate 300 does not overlap with the orthographic projection of the first opening 112. Through the above structural design, this disclosure can improve the overall stiffness, structural strength and buckling performance of the suspension control arm by using the reinforcing plate 300, and avoid the spring envelope and damper point envelope of the suspension mechanism by using the second notch 320.

[0072] like Figure 7 and Figure 8 As shown, based on the structural design of the reinforcing plate 300 with a second notch 320, in one embodiment of this disclosure, the reinforcing plate 300 includes a plate body. The portion of the plate body located in the middle of the second notch 320 is bent towards the bottom wall 110 to form an avoidance recess 330. The depth H2 of the avoidance recess 330 can be 10mm to 20mm, for example, 10mm, 12mm, 14mm, 16mm, 18mm, 20mm, etc. Further, the depth H2 of the avoidance recess 330 can preferably be 15mm. Through the above structural design, this disclosure can use the avoidance recess 330 to solve the problem of the short distance between the damper and the spring arm reinforcing plate 300 when the damper is at its lower limit, and at the same time, it can avoid the reinforcing plate 300 from having a durability weakness.

[0073] It should be noted that the suspension control arms shown in the accompanying drawings and described in this specification are merely a few examples among many suspension control arms capable of employing the principles of this disclosure. It should be clearly understood that the principles of this disclosure are by no means limited to any detail or component of the suspension control arms shown in the accompanying drawings or described in this specification.

[0074] Based on the detailed description of several exemplary embodiments of the suspension control arm proposed in this disclosure above, an exemplary embodiment of the vehicle proposed in this disclosure will be described below.

[0075] In one embodiment of this disclosure, the vehicle suspension mechanism proposed in this disclosure includes the suspension control arm proposed in this disclosure and described in detail in the above embodiments. Specifically, the suspension control arm proposed in this disclosure can be applied to various types of suspension mechanisms for different vehicle models, such as the E-type multi-link structure or five-link structure of the rear suspension of a vehicle.

[0076] Figure 9 This is a block diagram illustrating a vehicle 600 according to an exemplary embodiment. For example, the vehicle 600 of this disclosure can be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles. The vehicle 600 can be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0077] Reference Figure 9 The vehicle 600 may include various subsystems, such as an infotainment system 610, a perception system 620, a decision control system 630, a drive system 640, and a computing platform 650. The vehicle 600 may also include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and each component of the vehicle 600 can be interconnected via wired or wireless means.

[0078] In some embodiments, the infotainment system 610 may include a communication system, an entertainment system, and a navigation system, etc.

[0079] The perception system 620 may include several sensors for sensing information about the environment surrounding the vehicle 600. For example, the perception system 620 may include a global positioning system (which may be GPS, BeiDou, or other positioning systems), an inertial measurement unit (IMU), lidar, millimeter-wave radar, ultrasonic radar, and a camera device.

[0080] The decision control system 630 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0081] The drive system 640 may include components that provide powered motion to the vehicle 600. In one embodiment, the drive system 640 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of internal combustion engines, electric motors, and compressed air engines. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0082] Some or all of the functions of vehicle 600 are controlled by computing platform 650. Computing platform 650 may include at least one processor 651 and memory 652, processor 651 can execute instructions 653 stored in memory 652.

[0083] Processor 651 can be any conventional processor, such as a commercially available CPU. The processor may also include, for example, a Graphics Processing Unit (GPU), a Field Programmable Gate Array (FPGA), a System on Chip (SOC), an Application Specific Integrated Circuit (ASIC), or a combination thereof.

[0084] The memory 652 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0085] In addition to instruction 653, memory 652 can also store data, such as road maps, route information, vehicle position, direction, speed, and other data. The data stored in memory 652 can be used by computing platform 650.

[0086] It should be noted that the vehicles shown in the accompanying drawings and described in this specification are merely a few examples among many vehicles capable of employing the principles of this disclosure. It should be clearly understood that the principles of this disclosure are by no means limited to any detail or component of the vehicles shown in the accompanying drawings or described in this specification.

[0087] In summary, the suspension control arm disclosed herein includes an arm body 100, which includes a bottom wall 110 and two vertical walls 120. The bottom wall 110 is provided with a connecting portion 111 for connecting a spring pad. The two vertical walls 120 are respectively provided with corresponding positions of first holes 121 for connecting shock absorbers. The bottom wall 110 is provided with a first opening 112, which has a first length along a first direction and a second length along a second direction. The distance between the first opening 112 and the connecting portion 111 along the first direction is a first spacing, and the distance between the first opening 112 and the vertical walls 120 along the second direction is a second spacing. The ratio of the first spacing to the first length is 1 / 4 to 1 / 2, and the ratio of the second spacing to the second length is 1 / 4 to 1 / 2. Through the above structural design, this disclosure controls the first distance between the first opening 112 and the connecting portion 111 and the second distance between the first opening 112 and the vertical wall 120 within a suitable range, ensuring that the first opening 112 is arranged on the bottom wall 110 in a sufficiently large manner. This reduces the backlash-eliminating force during the assembly of the suspension control arm and the shock absorber, thereby reducing the loss of installation torque due to the backlash-eliminating force. At the same time, this disclosure can avoid the first opening 112 being too large, thereby limiting the buckling phenomenon caused by the setting of the first opening 112 and ensuring the buckling strength of the suspension control arm.

[0088] Furthermore, the term “exemplary” is used herein to mean serving as an example, instance, or illustration. Any aspect or design described herein as “exemplary” is not necessarily to be construed as advantageous compared to other aspects or designs. Rather, the use of the term “exemplary” is intended to present the concept in a concrete manner. As used herein, the term “or” is intended to mean an inclusive “or” rather than an exclusive “or.” That is, unless otherwise specified or clear from the context, “X applies A or B” is intended to mean any of the natural inclusive arrangements. That is, “X applies A or B” satisfies any of the foregoing instances if X applies A; X applies B; or both X applies A and B. Additionally, unless otherwise specified or clear from the context to refer to the singular form, the articles “a” and “an” as used in this application and the appended claims are generally understood to mean “one or more.”

[0089] Similarly, although this disclosure has been shown and described with respect to one or more implementations, equivalent variations and modifications will occur to those skilled in the art upon reading and understanding the specification and drawings. This disclosure includes all such modifications and variations and is limited only by the scope of the claims. In particular, with respect to the various functions performed by the components described above (e.g., elements, resources, etc.), unless otherwise indicated, the terminology used to describe such components is intended to correspond to any component (functionally equivalent) that performs the specific function of the described component, even if structurally not equivalent to the disclosed structure. Furthermore, although specific features of this disclosure may have been disclosed with respect to only one of several implementations, such features may be combined with one or more other features of other implementations, as may be desired and advantageous to any given or particular application. Moreover, with regard to the terms “comprising,” “owning,” “having,” “having,” or variations thereof as used in the detailed description or claims, such terms are intended to be inclusive in a manner similar to the term “including.”

[0090] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the following claims.

[0091] It should be understood that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," "fixing," etc., used in the embodiments of this disclosure should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to 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, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms herein according to the specific circumstances.

[0092] Although terms such as “first” and “second” may be used herein to describe various components, parts, regions, layers, or sections, these components, parts, regions, layers, or sections are not limited to these terms. Rather, these terms are used only to distinguish one component, part, region, layer, or section from another. Therefore, without departing from the teachings of the examples described herein, the first component, part, region, layer, or section mentioned in the examples may also be referred to as the second component, part, region, layer, or section. 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, a feature defined as “first” or “second” may explicitly or implicitly include at least one of that feature. In the description herein, “a plurality” means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0093] It should be understood that spatial relative terms, such as “above,” “upper,” “below,” and “lower,” are used herein to describe the relationship between one element and another shown in the figures. In addition to the orientation depicted in the figures, these spatial relative terms are also intended to encompass different orientations of the device in use or operation. For example, if the device in the figures is flipped, an element described as “above” or “upper” relative to another element would be “below” or “lower” relative to that other element. Thus, depending on the spatial orientation of the device, the term “above” encompasses both above and below orientations. Devices may have other orientations (e.g., rotated 90 degrees or in other orientations), and the spatial relative terms used herein should be interpreted accordingly.

[0094] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. A suspension control arm for use in a vehicle suspension mechanism; the suspension control arm includes an arm body (100), the arm body (100) extending along a first direction and including a bottom wall (110) and two vertical walls (120), the two vertical walls (120) respectively connecting the bottom wall (110) on both sides in a second direction perpendicular to the first direction; the bottom wall (110) is provided with a connecting portion (111) for connecting a spring pad of the suspension mechanism; the two vertical walls (120) are respectively provided with first holes (121) at corresponding positions, the two first holes (121) together forming a first mounting channel structure (1211) for connecting a shock absorber of the suspension mechanism; characterized in that: The bottom wall (110) is provided with a first opening (112), and the position of the first opening (112) is arranged corresponding to the position of the first mounting hole structure (1211) along the first direction; the first opening (112) has a first length (L1) along the first direction and a second length (L2) along the second direction, the distance between the first opening (112) and the connecting part (111) along the first direction is a first spacing (E1), and the distance between the first opening (112) and the vertical wall (120) along the second direction is a second spacing (E2); The ratio of the first spacing (E1) to the first length (L1) is 1 / 4 to 1 / 2, and the ratio of the second spacing (E2) to the second length (L2) is 1 / 4 to 1 / 2.

2. The trailing control arm of claim 1, wherein, The first length (L1) is 60mm to 85mm, the second length (L2) is 40mm to 50mm, the first spacing (E1) is 24mm to 30mm, and the second spacing (E2) is 13mm to 15mm.

3. The trailing control arm of claim 1, wherein, The arm body (100) has a first end (101) at one end in the first direction, and the first end (101) is used to connect the steering knuckle; the first opening (112) is located between the connecting part (111) and the first end (101); wherein, the distance between the first opening (112) and the first end (101) along the first direction is a third spacing (E3), and the ratio of the third spacing (E3) to the first length (L1) is 1 / 2 to 1 / 1.

4. The trailing control arm of claim 3, wherein, The bottom wall (110) has a first notch (113) at the first end (101), and the first notch (113) is recessed toward the first opening (112) along the first direction; wherein, the third distance (E3) is the distance between the first opening (112) and the first notch (113) along the first direction.

5. The trailing control arm of claim 3, wherein, The first length (L1) is 60mm to 85mm, the second length (L2) is 40mm to 50mm, the first spacing (E1) is 24mm to 30mm, the second spacing (E2) is 13mm to 15mm, and the third spacing (E3) is 50mm to 60mm.

6. The suspension control arm of claim 1, wherein The first opening (112) is rectangular, with two sides extending along the first direction and the other two sides extending along the second direction; wherein the corners of the rectangle are arc-shaped transition structures.

7. The control arm of claim 1, wherein The diameter of one of the two first holes (121) is larger than the diameter of the other, and the difference in diameter between the two first holes (121) is 0.2 mm to 0.8 mm.

8. The trailing control arm of claim 1, wherein, The connecting part (111) includes a boss (1111) for fitting a spring washer; the boss (1111) protrudes from one side surface of the bottom wall (110) where the vertical wall (120) is provided, and the other side surface of the bottom wall (110) has a recess corresponding to the boss (1111); wherein: The height (H1) of the boss (1111) is greater than or equal to 20mm; and / or The connection between the bottom of the boss (1111) and the bottom wall (110) is a rounded corner structure, and the radius of the corresponding rounded corner structure is 3mm to 6mm.

9. The control arm of claim 3, wherein, The two vertical walls (120) are respectively provided with second holes (122) at corresponding positions of the first end (101), and the two second holes (122) together form a second mounting channel structure (1221) for connecting the steering knuckle; wherein, the diameter of one of the two second holes (122) is larger than the diameter of the other, and the difference between the diameters of the two second holes (122) is 0.2mm to 0.8mm.

10. The trailing control arm of claim 1, wherein, The other end of the arm body (100) in the first direction is a second end (102), which is used to set a sleeve (200) to fit a bushing; the corresponding positions of the two vertical walls (120) are respectively provided with third holes (123), and the two third holes (123) together form a third mounting channel structure (1231) for connecting the stabilizer rod connecting rod of the suspension mechanism. The third mounting channel structure (1231) is located between the first mounting channel structure (1211) and the second end (102); wherein, the diameter of one of the two third holes (123) is larger than the diameter of the other, and the difference between the diameters of the two third holes (123) is 0.2mm to 0.8mm.

11. The trailing control arm of claim 1, wherein, The suspension control arm also includes a reinforcing plate (300); the reinforcing plate (300) is connected to the ends of the two vertical walls (120) away from the bottom wall (110) on both sides in the second direction; the reinforcing plate (300) is provided with a through hole (310) for the spring pad to pass through; wherein, on the plane where the reinforcing plate (300) is located, the orthographic projection of the through hole (310) is offset from the orthographic projection of the first opening (112); the reinforcing plate (300) is provided with a second notch (320) to avoid the first opening (112), so that the orthographic projection of the reinforcing plate (300) and the orthographic projection of the first opening (112) do not overlap.

12. The trailing control arm of claim 11, wherein, The reinforcing plate (300) includes a plate body, the portion of which is located in the middle of the second notch (320) is bent toward the bottom wall (110) to form an avoidance recess (330), the depth (H2) of which is 10mm to 20mm.

13. A vehicle characterized by comprising: The vehicle's suspension mechanism includes the suspension control arm as described in any one of claims 1 to 12.

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