A lower swing arm and suspension system having the same, vehicle

Abstract

The embodiment of the present application provides a lower swing arm, a suspension system and a vehicle having the same. The lower swing arm comprises a lower swing arm body, the lower swing arm body comprising: a first component segment, a first end of the first component segment being provided with a first connecting piece, the first component segment being connected with a steering knuckle through the first connecting piece, a second end of the first component segment being provided with a first mounting bracket, the first component segment being connected with a subframe through the first mounting bracket; and a second component segment, a first end of the second component segment being connected between the first end of the first component segment and the second end of the first component segment, a second end of the second component segment being provided with a second mounting bracket, the second component segment being connected with the subframe through the second mounting bracket. The single-arm structure of the lower swing arm reduces the number of lower swing arms required by the traditional technology, reduces the unsprung mass and complexity of the suspension system, reduces the arrangement space of the suspension structure, and reduces the overall cost. The present application solves the problems of large unsprung mass and large space occupation of the suspension system in the prior art.

Description

Technical Field

[0001] This application relates to the field of chassis system technology, and more specifically, to a lower control arm and a suspension system and vehicle having the same. Background Technology

[0002] In existing technologies, active suspension systems typically employ a combination of air springs and shock absorbers to achieve active suspension adjustment. However, the shock absorber and air spring strut assembly bears the entire sprung load, resulting in a large air spring volume. The lower shock absorber support is positioned above the drive half-shaft, and the strut mounting point is located on an independent lower control arm structure. This generally requires two lower control arm components, leading to a large unsprung mass and a large space occupied by the suspension system. The upper mounting point of the shock absorber is also generally high, ultimately resulting in a large vertical height of the chassis platform and very high development costs for the chassis suspension system.

[0003] There is currently no effective solution to the aforementioned technical problems. Utility Model Content

[0004] This application provides a lower control arm and a suspension system and vehicle having the same, aiming to improve the problems of large unsprung mass and large space occupation in the prior art suspension system.

[0005] According to one aspect of the embodiments of this application, a lower control arm is provided, the lower control arm including: a lower control arm body, the lower control arm body including: a first component segment, a first end of the first component segment being provided with a first connector, the first component segment being connected to a steering knuckle through the first connector, a second end of the first component segment being provided with a first mounting bracket, the first component segment being connected to a subframe through the first mounting bracket; and a second component segment, the first end of the second component segment being connected between the first end of the first component segment and the second end of the first component segment, the second end of the second component segment being provided with a second mounting bracket, the second component segment being connected to the subframe through the second mounting bracket.

[0006] The embodiments of this application achieve the following technical effects: In the technical solution of this application, the lower control arm body is divided into a first section and a second section. The first end of the first section is equipped with a first connector for forming a stable connection with the steering knuckle, ensuring reliable linkage between the wheel and the steering mechanism. The second end of the first section is equipped with a first mounting bracket, which is responsible for connecting the lower control arm to the subframe, establishing a key mechanical connection between the suspension and the vehicle's main frame. The first end of the second section is directly connected to the first section, while the second end is equipped with a second mounting bracket to further strengthen the connection with the subframe, thereby forming a more robust support structure. This design of a double-bracket connection to the subframe not only improves the rigidity of the lower control arm but also distributes the load, reduces local stress, and extends service life. The single-arm structure of the lower control arm reduces the number of lower control arms required in traditional designs, reduces the unsprung mass and complexity of the suspension system, shrinks the layout space of the suspension structure, and reduces overall cost. This application solves the problems of large unsprung mass and large space occupation in the prior art suspension system.

[0007] Furthermore, the second end of the first component segment is provided with a first bushing, and the first mounting bracket is sleeved on both ends of the first bushing, and / or the second end of the second component segment is provided with a second bushing, and the second mounting bracket is sleeved on the outer periphery of the second bushing.

[0008] The above-mentioned optional embodiments of this application achieve the following technical effects: by providing additional rotational freedom through the bushing, the lower control arm can swing more flexibly in different directions. At the same time, the high radial and tangential stiffness of the bushing ensures stability and roll performance, enabling it to better adapt to complex road surfaces and reduce the instability of the vehicle when turning and on bumpy roads.

[0009] Furthermore, the first component section is also provided with a clearance recess, which is located near the connection between the second component section and the first component section. A third bushing is provided inside the clearance recess, which passes through the first component section. The first component section is connected to the shock absorber through the third bushing.

[0010] The above-mentioned optional embodiments of this application achieve the following technical effects: the principle of this avoidance recess design is to avoid interference between the lower control arm and the shock absorber during vehicle operation. By setting a third bushing, a smooth connection between the lower control arm and the shock absorber is ensured.

[0011] Furthermore, at least one weight-reducing groove is provided on the surface of the lower control arm body, and the weight-reducing groove is simultaneously formed on the first component section and the second component section.

[0012] The optional embodiments described above achieve the following technical effects: The principle of the weight-reducing groove design is to reduce the amount of material used, thereby reducing the weight of the lower control arm while maintaining sufficient strength and stiffness, further reducing the unsprung mass and improving the vehicle's dynamic response and fuel economy. The weight-reducing groove is simultaneously located on both the first and second component sections, further increasing its area and reducing the lower control arm's mass. The optimal position and size of the weight-reducing groove are determined through finite element analysis, resulting in a more uniform weight distribution in the lower control arm.

[0013] According to another aspect of the embodiments of this application, a suspension system is provided, including a lower control arm. The suspension system includes a steering knuckle, and the steering knuckle includes a steering knuckle body. A plurality of bearing mounting holes are provided in the central region of the steering knuckle body for connection with the wheel hub bearing of a vehicle. Two brake mounting points are provided on one side of the steering knuckle body. Each brake mounting point protrudes from the steering knuckle body and is spaced apart along the height direction of the steering knuckle body. The brake mounting points are used to connect with brake calipers. A steering tie rod mounting point is provided on the other side of the steering knuckle body. The steering tie rod mounting point and the brake mounting point are arranged opposite to each other along the length direction of the steering knuckle body.

[0014] The embodiments of this application achieve the following technical effects: By optimizing the structural layout of the steering knuckle, the steering knuckle body integrates multiple bearing mounting holes, directly connecting to the wheel hub bearings. This simplifies the structure of the front suspension and eliminates the drive shaft, which not only reduces unsprung mass, making the vehicle more responsive, but also improves steering precision and suspension dynamic stability. Simultaneously, the brake mounting points and steering tie rod mounting points arranged on both sides of the steering knuckle ensure independent operation and efficient coordination between the braking and steering systems, maintaining vehicle stability and controllability even under complex conditions such as high-speed cornering and emergency avoidance. The two brake mounting points are spaced apart along the height direction of the steering knuckle body. This arrangement better distributes braking force, avoiding excessive lateral torque during braking, thereby improving braking linearity and consistency. Furthermore, the protruding brake mounting points increase the effective contact area between the caliper and the brake disc, improving braking efficiency and reducing braking distance, thus providing important protection for driving safety.

[0015] Furthermore, the suspension system also includes: a steering tie rod, one end of which is connected to the steering knuckle and the other end of which is connected to the shock absorber; and a stabilizer bar hanger, one end of which is connected to the shock absorber and the other end of which is connected to the stabilizer bar assembly.

[0016] The optional embodiments described above achieve the following technical effects: As a component of the vehicle steering system, the steering tie rod plays a crucial role in transmitting steering commands and adjusting wheel deflection angles. In this application, one end of the steering tie rod is firmly connected to the steering knuckle, and the other end is connected to the shock absorber. The steering tie rod can quickly stabilize the wheel position when the vehicle is turning or encountering lateral forces, avoiding excessive body roll, thereby improving the vehicle's handling stability and response speed. The stabilizer bar hanger, through its connection with the shock absorber, strengthens the stabilizer bar's lever arm, effectively reducing body roll caused by wheel vertical movement. The synergistic effect of the stabilizer bar hanger and the shock absorber can effectively isolate and absorb noise, vibration, and roughness transmitted from the road surface, significantly improving the vehicle's NVH (Noise, Vibration, and Harshness).

[0017] Furthermore, the shock absorber is provided with a second connector and a third connector. The second connector is located above the third connector. The second connector is connected to the stabilizer bar hanger, and the third connector is connected to the steering tie rod.

[0018] The optional embodiments described above achieve the following technical effects: The second connecting member is located at a higher position and connected to the stabilizer bar hanger. This allows the stabilizer bar to act on the shock absorber through a longer lever arm when the vehicle is turning or tilting, effectively resisting lateral forces and reducing body roll. Simultaneously, this arrangement reduces the direct connection between the stabilizer bar hanger and the lower control arm, avoiding potential mechanical interference and improving the directness and efficiency of force transmission. The third connecting member is located at a lower position and connected to the steering tie rod, ensuring a short and direct transmission path for steering commands from the steering gear to the wheels. This design reduces mechanical lag during steering, provides higher steering sensitivity, and enhances the driver's control over the vehicle. The second and third connecting members on the shock absorber facilitate the integrated design of the suspension system, simplify the assembly process, reduce the risk of assembly errors, and also reduce the overall number of suspension system components, helping to reduce production and maintenance costs, achieving a compact suspension system design, and saving valuable chassis space.

[0019] Furthermore, the steering tie rod includes a third section and a fourth section. One end of the third section is connected to the steering knuckle and is set at an angle. The other end of the third section is movably connected to one end of the fourth section. The other end of the fourth section is provided with a ball joint structure, and the fourth section is connected to the shock absorber through the ball joint structure.

[0020] The optional embodiments described above achieve the following technical effects: The angle design between the third section of the steering tie rod and the steering knuckle allows the steering tie rod to more effectively adjust the wheel angle during vehicle steering operations, thereby improving the vehicle's steering response speed. The third and fourth sections are connected by a movable connection, and the length of the steering tie rod is adjustable, allowing the steering tie rod to have a larger range of motion during vehicle steering, enabling it to smoothly cope with various road conditions and unexpected situations. The ball joint structure of the fourth section is connected to the shock absorber: the ball joint structure allows for multi-dimensional rotation between the fourth section and the shock absorber, thereby more naturally compensating for the displacement of the vehicle suspension during steering, reducing the bumpy feeling during steering, and improving ride comfort. In addition, the connection between the ball joint structure and the shock absorber helps to isolate the noise and vibration generated during the operation of the steering system, optimizing the vehicle's NVH (Noise, Vibration, and Harshness).

[0021] Furthermore, the stabilizer bar assembly includes: a stabilizer bar body, with both ends of the stabilizer bar body connected to stabilizer bar hangers on both sides respectively; and multiple fixing clips, which are spaced apart along the length of the stabilizer bar body. The stabilizer bar body is connected to the subframe through the fixing clips, and the stabilizer bar body is positioned above the subframe.

[0022] The optional embodiments described above achieve the following technical effects: the stabilizer bar body is connected to the stabilizer bar hangers on both sides at both ends, which can effectively resist body roll when the vehicle is turning or subjected to lateral forces, thereby enhancing the vehicle's lateral stability. Simultaneously, the connection to the subframe via multiple fixing clips ensures reliable fixation of the stabilizer bar body, avoiding handling inaccuracies caused by unstable connections. The stabilizer bar body is positioned above the subframe, a layout that minimizes the longitudinal and lateral space occupied by the suspension system.

[0023] According to another aspect of the embodiments of this application, a vehicle is provided, including a suspension system, wherein the suspension system is any of the suspension systems described above.

[0024] The embodiments of this application achieve the following technical effects: by integrating the above-mentioned optimized suspension system, a comprehensive improvement in vehicle handling, comfort, and fuel economy is achieved. During vehicle operation, the suspension system can more effectively absorb road impacts, reduce vehicle vibration, improve driver handling and ride comfort, while also reducing unsprung mass and improving fuel economy. Attached Figure Description

[0025] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0026] Figure 1This is a schematic diagram of the structure of the first embodiment of the suspension system provided in this application;

[0027] Figure 2 This is a schematic diagram of the structure of the second embodiment of the suspension system provided in this application;

[0028] Figure 3 This is a structural schematic diagram of the third embodiment of the suspension system provided in this application;

[0029] Figure 4 This is a schematic diagram of the steering knuckle provided in this application;

[0030] Figure 5 This is a schematic diagram of the upper swing arm provided in this application;

[0031] Figure 6 This is a schematic diagram of the structure of the first embodiment of the lower control arm provided in this application;

[0032] Figure 7 This is a schematic diagram of the structure of the second embodiment of the lower control arm provided in this application;

[0033] Figure 8 This is a structural schematic diagram of the steering tie rod provided in this application;

[0034] Figure 9 This is a structural schematic diagram of the vibration damper provided in this application;

[0035] Figure 10 This is a schematic diagram of the structure of the first embodiment of the stabilizer bar hanger provided in this application;

[0036] Figure 11 This is a structural schematic diagram of a second embodiment of the stabilizer bar assembly provided in this application.

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

[0038] 1. Steering knuckle; 10. Steering knuckle body; 11. Bearing mounting hole; 12. Brake mounting point; 13. Steering tie rod mounting point;

[0039] 2. Upper control arm assembly; 21. Fourth bushing; 22. Fifth bushing; 23. Ball pin;

[0040] 3. Lower control arm; 30. Lower control arm body; 301. First component section; 3011. First connector; 3012. First mounting bracket; 3013. First bushing; 3014. Third bushing; 302. Second component section; 3021. Second mounting bracket; 3022. Second bushing; 306. Weight reduction groove;

[0041] 4. Steering tie rod; 41. Third section; 42. Fourth section; 421. Ball joint structure;

[0042] 5. Vibration damper; 51. Fourth connecting piece; 52. Second connecting piece; 53. Third connecting piece;

[0043] 6. Stabilizer bar hanger;

[0044] 7. Stabilizer bar assembly; 70. Stabilizer bar body; 71. Mounting clip;

[0045] 100. Subframe. Detailed Implementation

[0046] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0047] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0048] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0049] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0050] In a Chinese patent application published on the internet, number CN218858097U, titled "Active Suspension System and Vehicle Based on Skateboard Chassis," such as... Figure 1 As shown, this utility model includes a double wishbone upper control arm, a double wishbone lower control arm, an air suspension device, and a transverse leaf spring, which helps to reduce the height of the skateboard chassis platform and reduce the development cost of the suspension system. However, because the drive shaft and the lower support of the shock absorber are arranged separately, the longitudinal space dimension of the suspension system is relatively large, the unsprung mass of the suspension system is large, which affects the arrangement of other chassis structures and comfort performance.

[0051] Existing active suspension systems generally use air spring active control, which can realize the active adjustment function of the suspension system. However, the shock absorber and air spring strut assembly need to bear all the sprung load, resulting in a large air spring size. The lower support of the shock absorber is located above the drive half shaft, and the lower mounting point of the strut is located on an independent lower control arm structure. This generally requires two lower control arms, resulting in a large unsprung mass of the suspension system, a large space occupied by the suspension system, and a generally high height of the upper mounting point of the shock absorber. Ultimately, this leads to a large vertical height of the chassis platform and a very high development cost for the chassis suspension system.

[0052] Combination Figures 1 to 11 As shown, according to a specific embodiment of this application, a lower control arm is provided.

[0053] This application provides a lower control arm 3, which includes: a lower control arm body 30, the lower control arm body 30 including: a first component segment 301, a first connector 3011 provided at a first end of the first component segment 301, the first component segment 301 being connected to a steering knuckle 1 through the first connector 3011, a first mounting bracket 3012 provided at a second end of the first component segment 301, the first component segment 301 being connected to a subframe 100 through the first mounting bracket 3012; and a second component segment 302, the first end of the second component segment 302 being connected between the first end of the first component segment 301 and the second end of the first component segment 301, the second end of the second component segment 302 being provided with a second mounting bracket 3021, the second component segment 302 being connected to the subframe 100 through the second mounting bracket 3021.

[0054] The embodiments of this application achieve the following technical effects: In the technical solution of this application, the lower control arm body 30 is divided into a first component 301 and a second component 302. The first end of the first component 301 is equipped with a first connector 3011, which is used to form a stable connection with the steering knuckle 1 to ensure reliable linkage between the wheel and the steering mechanism. The second end of the first component 301 is provided with a first mounting bracket 3012, which is responsible for connecting the lower control arm to the subframe, establishing a key mechanical connection between the suspension and the vehicle's main frame. The first end of the second component 302 is directly connected to the first component 301, while the second end is provided with a second mounting bracket 3021, which is used to further strengthen the connection with the subframe, thereby forming a more robust support structure. This design of a double bracket connecting the subframe not only improves the rigidity of the lower control arm, but also distributes the load, reduces local stress, and extends the service life. The single-arm structure of the lower control arm reduces the number of lower control arms required in traditional designs, reduces the unsprung mass and complexity of the suspension system, reduces the layout space of the suspension structure, and reduces the overall cost. This application solves the problems of large unsprung mass and large space occupation in the prior art suspension system.

[0055] Example 1

[0056] Specifically, the second end of the first component segment 301 is provided with a first bushing 3013, and the first mounting bracket 3012 is sleeved on both ends of the first bushing 3013, and / or, the second end of the second component segment 302 is provided with a second bushing 3022, and the second mounting bracket 3021 is sleeved on the outer periphery of the second bushing 3022.

[0057] like Figure 6 , Figure 7 As shown, both the second bushing 3022 and the first bushing 3013 are arranged longitudinally. The first mounting bracket 3012 and the second mounting bracket 3021 are connected to the lower control arm body 30 through the bushings, rather than through a direct rigid connection. This design reduces the impact and wear caused by a rigid connection, thereby improving the fatigue life of the bushings and connecting brackets. The flexibility of the bushings can absorb the dynamic loads generated during vehicle operation, reducing the impact force directly transmitted to the brackets, protecting the connection between the lower control arm assembly and the subframe, and ensuring long-term stability and safety. The first mounting bracket 3012 and the second mounting bracket 3021 are fixedly connected to the subframe 100 with bolts, simplifying the assembly process and reducing assembly difficulty. This detachable connection method also facilitates later maintenance, reducing maintenance costs and time.

[0058] The above-mentioned optional embodiments of this application achieve the following technical effects: by providing additional rotational freedom through the bushing, the lower control arm can swing more flexibly in different directions. At the same time, the high radial and tangential stiffness of the bushing ensures stability and roll performance, enabling it to better adapt to complex road surfaces and reduce the instability of the vehicle when turning and on bumpy roads.

[0059] Specifically, the first component section 301 is also provided with a clearance recess, which is located near the connection between the second component section 302 and the first component section 301. A third bushing 3014 is provided inside the clearance recess, and the third bushing 3014 passes through the first component section 301. The first component section 301 is connected to the vibration damper 5 through the third bushing 3014.

[0060] like Figure 6 , Figure 7 As shown, the third bushing 3014 allows the shock absorber 5 to form a movable connection with the lower control arm body 30. Through the arrangement of the third bushing 3014, the shock absorber 5 can move freely in multiple directions to adapt to suspension compression and extension under different road conditions, while ensuring connection stability and damping performance. The depth and width of the clearance recess are precisely calculated to ensure that the lower support of the shock absorber 5 will not collide with the first component section 301 of the lower control arm within any expected range of motion. The depth is sufficient to accommodate the clearance space required by the shock absorber 5 under its maximum compression state, while the width ensures the lateral freedom of the shock absorber 5. The shape of the clearance recess may be geometrically optimized according to the specific connection requirements of the lower control arm and the shock absorber 5, as well as the overall vehicle design. For example, the cross-section of the recess may be elliptical, circular, or irregular in shape to better match the size and shape of the third bushing 3014.

[0061] The above-mentioned optional embodiments of this application achieve the following technical effects: the principle of this avoidance recess design is to avoid interference between the lower control arm and the shock absorber during vehicle operation. By setting a third bushing, a smooth connection between the lower control arm and the shock absorber is ensured.

[0062] Specifically, at least one weight-reducing groove 306 is provided on the surface of the lower control arm body 30, and the weight-reducing groove 306 is simultaneously provided on the first component section 301 and the second component section 302.

[0063] like Figure 6 , Figure 7 As shown in this embodiment, the upper and lower surfaces of the lower swing arm body 30 are provided with weight-reducing grooves 306. The weight-reducing grooves 306 are irregular in shape to ensure that weight reduction is achieved while meeting structural strength requirements.

[0064] The above-mentioned optional embodiments of this application achieve the following technical effects: The principle of the weight reduction groove design is to reduce the amount of material used, reduce the weight of the lower control arm, and at the same time maintain sufficient strength and stiffness, further reduce the unsprung mass, improve the dynamic response capability and fuel economy of the vehicle. The weight reduction groove is opened on both the first and second component sections, which can further expand the area of ​​the weight reduction groove and reduce the mass of the lower control arm. The optimal position and size of the weight reduction groove are determined by finite element analysis, and the weight distribution of the lower control arm is more uniform.

[0065] It should be further explained that the first component segment 301 and the second component segment 302 are set up as a single unit.

[0066] In this embodiment, the first segment 301 and the second segment 302 can be cast as a single mold using precision casting. Alternatively, the lower control arm body can be manufactured using forging. The lower control arm body 30 is typically made of high-strength materials such as aluminum alloy or steel to ensure sufficient strength and rigidity. Compared to the traditional double-arm structure, the single-arm design reduces the number of components in the suspension system, lowers the unsprung mass, and helps improve vehicle handling agility and suspension response.

[0067] The above-mentioned optional embodiments of this application achieve the following technical effects: the first component segment and the second component segment are integrally molded, which can reduce the number of parts and welding points, improve the production efficiency and reliability of the lower control arm, and reduce the manufacturing cost.

[0068] In this design, the lower control arm is a single-arm solid hinge structure, consisting of a control arm body and one or more hinge points. This allows the lower control arm to withstand longitudinal, lateral, and vertical forces from the wheel while also enabling multi-dimensional free rotation to adapt to the vehicle's movement requirements under different road conditions and driving conditions. The hinge points are located at both ends or specific positions (bulbs or first connecting members) of the single-arm lower control arm. They allow the lower control arm to rotate in multiple planes. For example, the first connecting member connected to the steering knuckle (in this embodiment, the first connecting member is a ball joint) allows the wheel to move vertically, while the bushing connected to the subframe allows for longitudinal and lateral flexibility of the lower control arm, thereby adapting to vehicle cornering and roll.

[0069] Example 2

[0070] This application provides a suspension system including a lower control arm. The suspension system includes a steering knuckle 1, which includes a steering knuckle body 10. The central region of the steering knuckle body 10 is provided with a plurality of bearing mounting holes 11 for connecting with the wheel hub bearings of the vehicle. Two brake mounting points 12 are provided on one side of the steering knuckle body 10. Each brake mounting point 12 protrudes from the steering knuckle body 10 and is spaced apart along the height direction of the steering knuckle body 10. The brake mounting points 12 are used to connect with brake calipers. A steering tie rod mounting point 13 is provided on the other side of the steering knuckle body 10. The steering tie rod mounting point 13 and the brake mounting point 12 are arranged opposite to each other along the length direction of the steering knuckle body 10.

[0071] Optionally, the steering knuckle 1 is located between the upper control arm assembly 2 and the lower control arm 3, and both ends of the steering knuckle 1 are connected to the upper control arm assembly 2 and the lower control arm 3, respectively; for example Figure 4 As shown, in this embodiment, a weight reduction hole is provided in the middle region of the steering knuckle body 10, and four bearing mounting holes 11 are provided, which are spaced apart along the outer periphery of the weight reduction hole.

[0072] The embodiments of this application achieve the following technical effects: By optimizing the structural layout of the steering knuckle, the steering knuckle body integrates multiple bearing mounting holes, directly connecting to the wheel hub bearings. This simplifies the structure of the front suspension and eliminates the drive shaft, which not only reduces unsprung mass, making the vehicle more responsive, but also improves steering precision and suspension dynamic stability. Simultaneously, the brake mounting points and steering tie rod mounting points arranged on both sides of the steering knuckle ensure independent operation and efficient coordination between the braking and steering systems, maintaining vehicle stability and controllability even under complex conditions such as high-speed cornering and emergency avoidance. The two brake mounting points are spaced apart along the height direction of the steering knuckle body. This arrangement better distributes braking force, avoiding excessive lateral torque during braking, thereby improving braking linearity and consistency. Furthermore, the protruding brake mounting points increase the effective contact area between the caliper and the brake disc, improving braking efficiency and reducing braking distance, thus providing important protection for driving safety.

[0073] Specifically, such as Figure 1-3 As shown, the suspension system also includes: a steering tie rod 4 and a stabilizer bar hanger 6. One end of the steering tie rod 4 is connected to the steering knuckle 1, and the other end of the steering tie rod 4 is connected to the shock absorber 5. One end of the stabilizer bar hanger 6 is connected to the shock absorber 5, and the other end of the stabilizer bar hanger 6 is connected to the stabilizer bar assembly 7.

[0074] The optional embodiments described above achieve the following technical effects: As a component of the vehicle steering system, the steering tie rod plays a crucial role in transmitting steering commands and adjusting wheel deflection angles. In this application, one end of the steering tie rod is firmly connected to the steering knuckle, and the other end is connected to the shock absorber. The steering tie rod can quickly stabilize the wheel position when the vehicle is turning or encountering lateral forces, avoiding excessive body roll, thereby improving the vehicle's handling stability and response speed. The stabilizer bar hanger, through its connection with the shock absorber, strengthens the stabilizer bar's lever arm, effectively reducing body roll caused by wheel vertical movement. The synergistic effect of the stabilizer bar hanger and the shock absorber can effectively isolate and absorb noise, vibration, and roughness transmitted from the road surface, significantly improving the vehicle's NVH (Noise, Vibration, and Harshness).

[0075] Specifically, the shock absorber 5 is provided with a second connector 52 and a third connector 53. The second connector 52 is located above the third connector 53. The second connector 52 is connected to the stabilizer bar 6, and the third connector 53 is connected to the steering tie rod 4.

[0076] Optionally, such as Figure 2 , Figure 9 As shown, the shock absorber 5 is located between the two ends of the upper swing arm assembly 2. One end of the shock absorber 5 is connected to both ends of the upper swing arm assembly 2, and the other end of the shock absorber 5 extends downward in the vertical direction. A fourth connector 51 is provided at the lower end of the shock absorber 5. The fourth connector 51 is set as a "U"-shaped bracket. The fourth connector 51 is welded to the lower end of the shock absorber 5. The shock absorber 5 is connected to the third bushing on the lower swing arm 3 through the fourth connector 51.

[0077] The optional embodiments described above achieve the following technical effects: The second connecting member is located at a higher position and connected to the stabilizer bar hanger. This allows the stabilizer bar to act on the shock absorber through a longer lever arm when the vehicle is turning or tilting, effectively resisting lateral forces and reducing body roll. Simultaneously, this arrangement reduces the direct connection between the stabilizer bar hanger and the lower control arm, avoiding potential mechanical interference and improving the directness and efficiency of force transmission. The third connecting member is located at a lower position and connected to the steering tie rod, ensuring a short and direct transmission path for steering commands from the steering gear to the wheels. This design reduces mechanical lag during steering, provides higher steering sensitivity, and enhances the driver's control over the vehicle. The second and third connecting members on the shock absorber facilitate the integrated design of the suspension system, simplify the assembly process, reduce the risk of assembly errors, and also reduce the overall number of suspension system components, helping to reduce production and maintenance costs, achieving a compact suspension system design, and saving valuable chassis space.

[0078] Specifically, the steering tie rod 4 includes a third section 41 and a fourth section 42. One end of the third section 41 is connected to the steering knuckle 1 and is set at an angle. The other end of the third section 41 is movably connected to one end of the fourth section 42. The other end of the fourth section 42 is provided with a ball joint structure 421. The fourth section 42 is connected to the shock absorber 5 through the ball joint structure 421.

[0079] like Figure 8 As shown, in this embodiment, the steering tie rod 4 is a typical two-force rod structure. The tie rod body is composed of a third section 41 and a fourth section 42, which are connected by threads to adjust the overall length of the steering tie rod. The fourth section 42 is connected to the shock absorber 5 through a ball joint structure 421, ensuring both large-angle swaying in the front-rear and up-down directions of the vehicle and maintaining the vehicle's roll and yaw performance during driving.

[0080] The optional embodiments described above achieve the following technical effects: The angle design between the third section of the steering tie rod and the steering knuckle allows the steering tie rod to more effectively adjust the wheel angle during vehicle steering operations, thereby improving the vehicle's steering response speed. The third and fourth sections are connected by a movable connection, and the length of the steering tie rod is adjustable, allowing the steering tie rod to have a larger range of motion during vehicle steering, enabling it to smoothly cope with various road conditions and unexpected situations. The ball joint structure of the fourth section is connected to the shock absorber: the ball joint structure allows for multi-dimensional rotation between the fourth section and the shock absorber, thereby more naturally compensating for the displacement of the vehicle suspension during steering, reducing the bumpy feeling during steering, and improving ride comfort. In addition, the connection between the ball joint structure and the shock absorber helps to isolate the noise and vibration generated during the operation of the steering system, optimizing the vehicle's NVH (Noise, Vibration, and Harshness).

[0081] Specifically, the stabilizer bar assembly 7 includes a stabilizer bar body 70 and a fixing clip 71. The two ends of the stabilizer bar body 70 are respectively connected to the stabilizer bar hangers 6 on both sides. Multiple fixing clips 71 are provided and are spaced apart along the length direction of the stabilizer bar body 70. The stabilizer bar body 70 is connected to the subframe 100 through the fixing clips 71 and is located above the subframe 100.

[0082] like Figure 10 , Figure 11 As shown, in this embodiment, two fixing clips are provided on the stabilizer bar body 70. The outer end of the stabilizer bar is connected to the hanger bar by ball pins, and the other end of the stabilizer bar hanger bar 6 is also provided with ball pins. Then, it is connected to the second connecting member 52 of the shock absorber 5 by bolts. The stabilizer bar hanger bar 6 is designed with overall symmetry.

[0083] The optional embodiments described above achieve the following technical effects: the stabilizer bar body is connected to the stabilizer bar hangers on both sides at both ends, which can effectively resist body roll when the vehicle is turning or subjected to lateral forces, thereby enhancing the vehicle's lateral stability. Simultaneously, the connection to the subframe via multiple fixing clips ensures reliable fixation of the stabilizer bar body, avoiding handling inaccuracies caused by unstable connections. The stabilizer bar body is positioned above the subframe, a layout that minimizes the longitudinal and lateral space occupied by the suspension system.

[0084] It needs to be further explained that, such as Figure 5 As shown, the suspension system also includes an upper control arm assembly 2, which has an arc-shaped structure. A ball joint 23 is provided at the arc-shaped end of the upper control arm assembly 2. The upper control arm assembly 2 is connected to the top of the steering knuckle 1 via the ball joint 23. The ball joint 23 forms a movable joint between the upper control arm assembly 2 and the top of the steering knuckle 1. The spherical head of the ball joint 23 allows the upper control arm assembly 2 to rotate freely in multiple directions. A fourth bushing 21 and a fifth bushing 22 are respectively provided at both ends of the upper control arm assembly 2. Both ends of the upper control arm assembly 2 are connected to the shock absorber 5. The bushings serve as a buffer and rotation interface between the shock absorber 5 and the upper control arm assembly 2. They reduce friction at the connection point, absorb some vibration, and allow the shock absorber 5 to move vertically to accommodate the vertical movement of the wheel.

[0085] This application provides a vehicle including a suspension system, which is any of the suspension systems described in the above embodiments.

[0086] The embodiments of this application achieve the following technical effects: by integrating the above-mentioned optimized suspension system, a comprehensive improvement in vehicle handling, comfort, and fuel economy is achieved. During vehicle operation, the suspension system can more effectively absorb road impacts, reduce vehicle vibration, improve driver handling and ride comfort, while also reducing unsprung mass and improving fuel economy.

[0087] In this application, "multiple" refers to two or more.

[0088] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" 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 direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0089] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0090] In this application, the term "and / or" merely describes the relationship between related objects, indicating that three relationships can exist. For example, "suspension structure and / or B" can represent: the existence of the suspension structure alone, the existence of both the suspension structure and B, or the existence of B alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

Claims

1. A lower control arm, characterized in that, The lower control arm includes: The lower control arm body (30) includes: a first component section (301), a first connector (3011) is provided at the first end of the first component section (301), the first component section (301) is connected to the steering knuckle (1) through the first connector (3011), a first mounting bracket (3012) is provided at the second end of the first component section (301), and the first component section (301) is connected to the subframe (100) through the first mounting bracket (3012); The second component segment (302) has its first end connected between the first end of the first component segment (301) and the second end of the first component segment (301). The second end of the second component segment (302) is provided with a second mounting bracket (3021), and the second component segment (302) is connected to the subframe (100) through the second mounting bracket (3021).

2. The lower control arm according to claim 1, characterized in that, The second end of the first component segment (301) is provided with a first bushing (3013), and the first mounting bracket (3012) is sleeved on both ends of the first bushing (3013), and / or, the second end of the second component segment (302) is provided with a second bushing (3022), and the second mounting bracket (3021) is sleeved on the outer periphery of the second bushing (3022).

3. The lower control arm according to claim 2, characterized in that, The first component segment (301) is also provided with a clearance recess, which is located near the connection between the second component segment (302) and the first component segment (301). A third bushing (3014) is provided in the clearance recess, which passes through the first component segment (301). The first component segment (301) is connected to the shock absorber (5) through the third bushing (3014).

4. The lower control arm according to any one of claims 1 to 3, characterized in that, At least one weight-reducing groove (306) is provided on the surface of the lower swing arm body (30), and the weight-reducing groove (306) is simultaneously provided on the first component section (301) and the second component section (302).

5. A suspension system comprising a lower control arm according to any one of claims 1-4, characterized in that, The suspension system includes a steering knuckle (1), which includes a steering knuckle body (10). The central area of ​​the steering knuckle body (10) is provided with a plurality of bearing mounting holes (11), which are used to connect with the wheel hub bearings of the vehicle. Two brake mounting points (12) are provided on one side of the steering knuckle body (10). Each brake mounting point (12) protrudes from the steering knuckle body (10) and is spaced apart along the height direction of the steering knuckle body (10). The brake mounting points (12) are used to connect with brake calipers. A steering tie rod mounting point (13) is provided on the other side of the steering knuckle body (10). The steering tie rod mounting point (13) and the brake mounting point (12) are arranged opposite to each other along the length direction of the steering knuckle body (10).

6. The suspension system according to claim 5, characterized in that, The suspension system also includes: Steering tie rod (4), one end of which is connected to the steering knuckle (1), and the other end of which is connected to the shock absorber (5); Stabilizer rod (6), one end of which is connected to the shock absorber (5), and the other end of which is connected to the stabilizer assembly (7).

7. The suspension system according to claim 6, characterized in that, The shock absorber (5) is provided with a second connector (52) and a third connector (53). The second connector (52) is located above the third connector (53). The second connector (52) is connected to the stabilizer bar (6), and the third connector (53) is connected to the steering tie rod (4).

8. The suspension system according to claim 7, characterized in that, The steering tie rod (4) includes a third section (41) and a fourth section (42). One end of the third section (41) is connected to the steering knuckle (1) and is set at an angle. The other end of the third section (41) is movably connected to one end of the fourth section (42). The other end of the fourth section (42) is provided with a ball joint structure (421). The fourth section (42) is connected to the shock absorber (5) through the ball joint structure (421).

9. The suspension system according to claim 8, characterized in that, The stabilizer bar assembly (7) includes: The stabilizer body (70) has two ends connected to the stabilizer rods (6) on both sides respectively; A fixing clip (71) is provided in multiple ways. The fixing clips (71) are spaced apart along the length direction of the stabilizer bar body (70). The stabilizer bar body (70) is connected to the subframe (100) through the fixing clips (71). The stabilizer bar body (70) is located above the subframe (100).

10. A vehicle, characterized in that, Includes a suspension system, wherein the suspension system is the suspension system according to any one of claims 5 to 9.

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