The mounting structure of the lower control arm and the vehicle

Abstract

This application relates to a lower control arm mounting structure and a vehicle, and pertains to the field of vehicle technology. This application provides a lower control arm mounting structure, wherein the lower control arm is connected below the shock absorber of a vehicle. The mounting structure includes a lower control arm, a steering knuckle, and a vehicle frame. The lower control arm includes opposing first and second connecting portions. The first connecting portion is connected to the steering knuckle, and the second connecting portion is rotatably connected to the vehicle frame, thereby solving the technical problem in related technologies where the lower control arm of a vehicle affects the stability of the vehicle during driving.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to the mounting structure of the lower control arm and the vehicle. Background Technology

[0002] As a component connecting the vehicle frame and the steering knuckle, the installation accuracy and connection stability of the lower control arm directly affect the vehicle's driving safety, handling performance, and ride comfort.

[0003] The structural design of the lower control arm must be strictly adapted to the mounting position of the chassis (or subframe) and the connection position of the steering knuckle in order to achieve precise constraint on the wheel's trajectory. However, in related technologies, the lower control arm is limited by the complexity of the vehicle chassis layout and its coordination with other vehicle components, making it impossible to precisely adapt the installation of the lower control arm to the chassis and steering knuckle to the vehicle's installation requirements. Utility Model Content

[0004] The purpose of this application is to provide a mounting structure for a lower control arm and a vehicle, so as to solve the technical problem in the related art that the lower control arm of a vehicle affects the stability of the vehicle during driving.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows:

[0006] According to a first aspect of this application, this application provides a mounting structure for a lower control arm. The lower control arm is connected to the lower part of a vehicle's shock absorber. The mounting structure includes a lower control arm, a steering knuckle, and a vehicle frame. The lower control arm includes a first connecting part and a second connecting part that are opposite each other. The first connecting part is connected to the steering knuckle, and the second connecting part is rotatably connected to the vehicle frame.

[0007] The steering knuckle is adapted to drive the first connecting part to move along the vehicle height direction so that the second connecting part rotates relative to the frame. Along the vehicle height direction, the second connecting part is higher than the first connecting part.

[0008] On the one hand, there is an inherent height difference between the frame and the steering knuckle in the vehicle chassis layout. According to the above-mentioned technical means, the height difference between the second connecting part (connected to the frame) and the first connecting part (connected to the steering knuckle) can directly match the position difference between the two, reduce the angle adjustment requirements during assembly, reduce the installation difficulty caused by manufacturing tolerances and accumulated errors, avoid stress concentration caused by forced assembly, improve the stability of the connection between the lower control arm and the frame and steering knuckle, and thus ensure structural strength and vehicle driving safety.

[0009] On the other hand, when the vehicle travels over bumpy roads, the steering knuckle causes the first connecting part to move up and down along the vehicle's height, while the second connecting part rotates relative to the frame. Since the second connecting part is higher than the first connecting part, the height difference between the two allows the lower control arm to provide greater longitudinal movement space for the shock absorber located above it during rotation, preventing interference between the lower control arm and the shock absorber during movement.

[0010] In one possible implementation, the lower control arm includes a body and a connector. The body includes a first surface facing the shock absorber. One end of the connector is connected to the periphery of the first surface facing the vehicle frame, and the other end of the connector is connected to the vehicle frame, forming a second connection portion. Along the direction from the first connection portion to the second connection portion, the angle between the extension direction of the body and the vehicle width direction is a first angle, and the angle between the extension direction of the connector and the vehicle width direction is a second angle, where the second angle is greater than the first angle.

[0011] According to the above technical means, the main body, as the main structure of the lower control arm, has its first surface facing the shock absorber. It can bear the longitudinal and lateral loads generated during vehicle operation through its own rigid structure. Especially when the steering knuckle drives the first connecting part to move, the main body can evenly transfer the force to each connecting point, avoiding structural deformation or fracture caused by excessive local stress.

[0012] One end of the connector is attached to the periphery of the first surface of the main body facing the frame, while the other end forms a second connecting portion that connects to the frame. The second angle between the connector's extending direction and the vehicle's width direction is greater than the first angle between the main body's extending direction. This angle difference creates an upward slope in the connector. This slope perfectly matches the height requirement of the second connecting portion being higher than the first connecting portion, achieving height difference compensation without complex bending of the main body, thus simplifying the manufacturing process. Simultaneously, the larger second angle ensures that when the connector transmits forces between the frame and the main body, the force transmission direction is closer to the direction perpendicular to the height difference, reducing horizontal force loss, improving force transmission efficiency, and further enhancing the stability of the lower control arm connection to the frame.

[0013] In one possible implementation, the lower control arm further includes a ball joint structure connected to the first surface and, along the vehicle height direction, engaging with the bottom of the steering knuckle to form a first connection portion.

[0014] According to the above-mentioned technical means, when the steering knuckle drives the first connecting part to move along the vehicle height direction, and when the vehicle turns, the ball joint structure can flexibly adapt to various movement postures of the steering knuckle.

[0015] In one possible implementation, along the length of the vehicle, the body includes opposing front and rear walls. The rear wall includes a first part, a second part, and a third part connected sequentially along the width of the vehicle. The first part is connected to a first connecting portion, the third part is connected to a second connecting portion, and the second part is recessed toward the front wall to form a clearance space.

[0016] According to the aforementioned technical means, when a vehicle turns, the steering knuckle drives the wheel to make a certain angle of steering movement. At this time, the relative position of the steering knuckle and the wheel will change. If the rear wall of the lower control arm body is a flat structure, it may cause spatial conflict with the movement trajectory of the steering knuckle or the wheel. The avoidance space formed by the second recess provides additional room for movement of the steering knuckle and the wheel during turning, so that the two will not contact or collide with the rear wall of the body during rotation.

[0017] In one possible implementation, the body includes at least one weight-reducing part and a support part connected to the periphery of the weight-reducing part, wherein the thickness of the support part is greater than the thickness of the weight-reducing part.

[0018] Based on the aforementioned technical methods, the reduced thickness of the weight-reducing section directly lowers the weight of the lower control arm by reducing material usage. During vehicle operation, the lower control arm, as a moving component of the suspension system, benefits from reduced weight, which decreases the inertial load on the suspension, making the vehicle more responsive during acceleration, deceleration, and steering. It also reduces power loss, contributing to improved fuel economy or extended driving range for electric vehicles. The support section, connected to the periphery of the weight-reducing section and with greater thickness, forms a "skeleton"-like load-bearing structure that can distribute and transmit various loads generated during vehicle operation, such as vertical road impact forces and horizontal steering forces.

[0019] In one possible implementation, the first surface is provided with a plurality of grooves, which form weight-reducing portions.

[0020] Based on the aforementioned technical means, the first surface, as the side of the body facing the shock absorber, exhibits a certain degree of stress distribution. By setting multiple grooves, material can be selectively removed from non-critical load-bearing areas on the first surface according to the actual stress conditions, avoiding the problem of insufficient local strength that may result from overall thinning. This distributed weight reduction method allows for more uniform weight reduction, ensuring both lightweight effect and avoiding negative impacts on the connection strength between the body and the ball joint structure and connecting parts. This further reduces the inertial load on the lower control arm during movement, improving the sensitivity of the suspension response.

[0021] Meanwhile, the distribution of multiple grooves can form a grid-like structure similar to "reinforcing ribs" on the first surface—the protrusions between the grooves work together with the support to improve the first surface's resistance to bending and torsion in the plane.

[0022] In one possible implementation, one end of the connector faces the surface of the damper and is arc-shaped, the arc-shaped surface is recessed away from the damper, and the end of the arc-shaped surface that connects to the first surface is flush with the first surface.

[0023] Based on the aforementioned technical means, in terms of coordination with other surrounding components, the vehicle chassis space is compact, and components such as brake lines, steering tie rods, and stabilizer bars may be arranged around the connecting parts. The curved surface facing away from the shock absorber recess provides more space for the installation and movement of these adjacent components.

[0024] In one possible implementation, the lower control arm further includes a third connecting portion along the width direction of the vehicle, the third connecting portion being located on the same side as the first connecting portion and the second connecting portion, the third connecting portion being used for connection with the shock absorber.

[0025] Based on the aforementioned technical means, the shock absorber can be integrated and installed in the lower control arm through the third connecting part, thereby improving the integration of the suspension system.

[0026] In one possible implementation, the body and the connector are integrally formed.

[0027] Using the aforementioned technical methods, the main body and the connector are integrally molded, eliminating the connection interface between them. Furthermore, this integral molding facilitates processing and reduces production costs.

[0028] According to a second aspect of this application, a vehicle is provided, the vehicle including a suspension system, the suspension system including the lower control arm mounting structure mentioned in any of the above possible embodiments.

[0029] Based on the above-mentioned technical means, the suspension system in this application, by setting the aforementioned lower control arm mounting structure, can improve the reliability of the lower control arm mounting and meet the layout requirements of the vehicle chassis for the installation of the suspension system.

[0030] In another possible embodiment, the vehicle includes the lower control arm mounting structure mentioned in any of the above possible embodiments.

[0031] In this way, the present application achieves the following beneficial effects:

[0032] (1) Since the frame and steering knuckle are originally at different heights in the layout of the vehicle chassis, the height difference between the second connecting part (connected to the frame) and the first connecting part (connected to the steering knuckle) in the technical solution adopted in this application can directly match the height difference between the frame and the steering knuckle. As a result, there is enough space in the vehicle height direction at the connection between the lower control arm and the wheel to accommodate the shock absorber and the motor, thereby ensuring the output of the active suspension power, actively applying control force, and mitigating or suppressing the severe body vibration when the vehicle drives over speed bumps or potholes.

[0033] (2) The roll center is a virtual fulcrum in the vehicle suspension system. When the vehicle body rolls, it rotates around this point, and its height directly affects the vehicle's roll stiffness and handling stability. The lower control arm in this application can adapt to a higher mounting point of the frame along the vehicle height direction. When the corner module suspension is symmetrically transplanted at the front and rear, the differentiated structural design of the lower control arm can increase the height of the rear suspension roll center, so that the rear / front roll center height ratio meets the requirements, thereby avoiding the problems of unstable vehicle body roll posture and easy loss of control that may occur in cornering conditions.

[0034] (3) The clearance space of the lower control arm structure in this application can prevent the wheel from interfering with the lower control arm when turning, so that the maximum turning angle of the wheel reaches 90° horizontally without interference, and ensure the realization of the vehicle's lateral driving function.

[0035] It should be noted that the technical effects brought about by the second aspect can be referred to the technical effects brought about by the corresponding implementation method in the first aspect, and will not be repeated here.

[0036] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0037] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application, and do not constitute an undue limitation of this application.

[0038] Figure 1 A schematic diagram of the structure of a vehicle provided in this application embodiment;

[0039] Figure 2 This is a schematic diagram of the structure of a lower control arm provided in an embodiment of this application;

[0040] Figure 3 A side view of a lower control arm from a first perspective, provided as an embodiment of this application;

[0041] Figure 4 A side view of a lower control arm from a second perspective, provided as an embodiment of this application;

[0042] Figure 5 A bottom view of a lower control arm provided in an embodiment of this application;

[0043] Figure 6 This is a schematic diagram illustrating the process of vehicle roll height formation as provided in an embodiment of this application.

[0044] Figure label:

[0045] 1-Vehicle; 100-Suspension system; 101-Lower control arm; 1011-Body; 1011a-Groove; 1012-Connector; 1012a-Hole hole; 1012b-Curved surface; 1013-Spherical hinge structure; 1014-Rear wall; 1014a-Avoidance space; 1015-Third connection; 200-Wheel. Detailed Implementation

[0046] In the embodiments of this application, the terms "first," "second," "third," "fourth," "fifth," and "sixth" 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 with "first," "second," "third," "fourth," "fifth," and "sixth" may explicitly or implicitly include one or more of that feature.

[0047] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. "A and / or B" includes three combinations: A only, B only, and a combination of A and B.

[0048] In some embodiments, see Figure 1 This application provides a vehicle 1, which includes wheels 200 and a suspension system 100 connected to the wheels 200.

[0049] Based on this, the suspension system 100 can transmit various forces (such as vertical forces supporting the weight of the vehicle body, longitudinal forces during driving or braking, and lateral forces during steering) to the vehicle body while filtering out the impact of road bumps on the vehicle body.

[0050] It should be noted that this application does not limit the power type or appearance type of vehicle 1. Vehicle 1 can be a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid electric vehicle, or a range-extended electric vehicle, etc. Similarly, the vehicle can also be a sedan, a truck, a lorry, or a bus, etc.

[0051] In addition, the suspension system 100 can be either an active suspension or a passive suspension.

[0052] For ease of explanation, this application establishes a coordinate system. Figure 1In this diagram, the X direction represents the length of the vehicle, the Y direction represents the width of the vehicle, and the Z direction represents the height of the vehicle. For a further description of the directions, please refer to [link to relevant documentation]. Figure 1 This application will not elaborate further on this point.

[0053] In some embodiments, see Figure 1 and combined Figure 2 The vehicle 1 in this application also includes a lower control arm 101, which is connected to the lower part of the shock absorber of the vehicle 1.

[0054] Based on this, the lower control arm 101 is connected to the bottom of the shock absorber, providing an additional support point for the shock absorber, making the shock absorber more evenly stressed during operation, and avoiding swaying or shaking caused by relying solely on the upper fixed end.

[0055] In this embodiment, the connection between the lower control arm 101 and the shock absorber is not limited. The two can be directly connected or indirectly connected.

[0056] In some embodiments, see Figure 1 and combined Figure 2 The vehicle 1 in this application includes a corner module suspension, which is directly connected to the wheels and integrates a drive unit, a steering actuator, a braking system and a suspension system, wherein the suspension system includes a lower control arm 101.

[0057] It should be noted that this application uses the structure of the integrated corner module suspension in vehicle 1 as an example for illustration, aiming to demonstrate the technical concept of this application. The technical solution of this application is also applicable to other types of vehicles or equipment, and the scope of protection and application scenarios of this application are not limited to this specific example.

[0058] In some embodiments, see Figure 1 and combined Figure 2 The vehicle 1 in this application includes a front wheel 200 and a rear wheel 200. The lower control arm 101 in this application can be connected to the steering knuckle of the front wheel 200 or the steering knuckle of the rear wheel 200. This application does not limit this connection.

[0059] For example, the steering knuckles corresponding to the front wheel 200 and the rear wheel 200 of the vehicle 1 of this application are both provided with the lower control arm 101 of this application, and the two lower control arms 101 are symmetrically arranged.

[0060] As another example, the steering knuckle corresponding to the rear wheel 200 of the vehicle 1 of this application is connected to a lower control arm 101, and the lower control arm 101 constitutes a component of the rear suspension system of the vehicle 1.

[0061] In some embodiments, see Figure 1 and combined Figure 2This application also provides a mounting structure for a lower control arm 101. The mounting structure includes a lower control arm 101, a steering knuckle, and a vehicle frame. The lower control arm 101 includes a first connecting portion and a second connecting portion opposite to each other. The first connecting portion is connected to the steering knuckle, and the second connecting portion is rotatably connected to the vehicle frame. The steering knuckle is adapted to drive the first connecting portion to move along the height direction of the vehicle 1, so that the second connecting portion rotates relative to the vehicle frame. Along the height direction of the vehicle 1, the second connecting portion is higher than the first connecting portion.

[0062] For example, the lower control arm 101 is mounted on the suspension system 100.

[0063] Based on this, the height difference between the second connecting part (connected to the frame) and the first connecting part (connected to the steering knuckle) can directly match the position difference between the two, reducing the angle adjustment requirements during assembly, reducing the installation difficulty caused by manufacturing tolerances and cumulative errors, avoiding stress concentration caused by forced assembly, improving the stability of the connection between the lower control arm 101 and the frame and steering knuckle, and thus ensuring structural strength and vehicle 1 driving safety.

[0064] On the other hand, when vehicle 1 travels over a bumpy road, the steering knuckle will cause the first connecting part to move up and down along the height of vehicle 1, at which time the second connecting part rotates relative to the frame. Since the second connecting part is higher than the first connecting part, the height difference between the two allows the lower control arm 101 to provide a larger longitudinal movement space for the shock absorber located above it during rotation, avoiding interference between the lower control arm 101 and the shock absorber during movement.

[0065] Furthermore, by positioning the second connecting part higher than the first connecting part in this application, the roll height of the vehicle 1 can also be increased.

[0066] For example, please see Figures 1-6 When the lower suspension arm in this application is located on the rear suspension of vehicle 1, it can increase the ratio of the roll center of the rear suspension to the front suspension of the whole vehicle, and avoid the problem of unstable body roll posture and easy loss of control that may occur when vehicle 1 is turning.

[0067] Specifically, with Figure 6 The connection structure shown below will be used as an example for illustration:

[0068] Figure 6 In the diagram, point A is the contact point (grounding point) between wheel 200 and the ground; point B is the connection point between lower control arm 101 and steering knuckle; point C is the connection point between lower control arm 101 and frame; point D is the connection point between shock absorber and vehicle body, and the shock absorber and vehicle body are also connected through upper control arm.

[0069] The roll height is formed as follows:

[0070] Draw a perpendicular line from point B to the straight line along the length of vehicle 1 from point C, and obtain the perpendicular line L2;

[0071] Draw a perpendicular line L1 to the position of the upper swing arm (the specific method is not elaborated here; the upper swing arm is...). Figure 6 (point E in the middle);

[0072] The intersection of L1 and L2 is M;

[0073] Connect points A and M to form a straight line L3;

[0074] L3 intersects the centerline S of vehicle 1 at point N. The distance from point N to the ground is the tilt height H of vehicle 1.

[0075] Understandably, within a certain range, the higher the height of point C (the connection point between the lower control arm 101 and the frame), the higher the roll height H of vehicle 1 will be.

[0076] It should be noted that those skilled in the art can determine the range of adjustments that can be made for different vehicle models, and this application does not limit this range.

[0077] In some embodiments, see Figure 1 and combined Figure 2 and Figure 3 The lower control arm 101 includes a body 1011 and a connector 1012. The body 1011 includes a first surface facing the shock absorber. One end of the connector 1012 is connected to the periphery of the first surface facing the vehicle frame, and the other end of the connector 1012 is connected to the vehicle frame, forming a second connection portion. Along the direction from the first connection portion to the second connection portion, the angle between the extension direction of the body 1011 and the width direction of the vehicle 1 is a first angle, and the angle between the extension direction of the connector 1012 and the width direction of the vehicle 1 is a second angle, where the second angle is greater than the first angle.

[0078] Based on this, the body 1011 serves as the main structure of the lower control arm 101, with its first surface facing the shock absorber. It can bear the longitudinal and lateral loads generated during the vehicle 1's movement through its own rigid structure. Especially when the steering knuckle drives the first connecting part to move, the body 1011 can evenly transfer the force to each connecting point, avoiding structural deformation or breakage caused by excessive local stress.

[0079] One end of the connector 1012 is connected to the periphery of the first surface of the body 1011 facing the frame, and the other end forms a second connecting portion connected to the frame. The second angle between its extending direction and the width direction of the vehicle 1 is greater than the first angle between the extending direction of the body 1011. This angle difference creates an upward slope for the connector 1012. This slope perfectly matches the height requirement that the second connecting portion is higher than the first connecting portion, achieving height difference compensation without complex bending processing of the body 1011, thus simplifying the manufacturing process.

[0080] Meanwhile, the larger second included angle allows the connecting piece 1012 to transmit the force between the frame and the body 1011 in a direction closer to the direction perpendicular to the height difference, reducing the loss of the horizontal force component, improving the force transmission efficiency, and further enhancing the stability of the connection between the lower control arm 101 and the frame.

[0081] It should be noted that the angle between the main body 1011 and the vehicle 1 in the width direction can be 0° or greater than 0°.

[0082] In some embodiments, see Figure 1 and combined Figure 2 and Figure 4 The control arm also includes a ball joint structure 1013, which is connected to the first surface and along the height direction of the vehicle 1. The ball joint structure 1013 is engaged with the bottom of the steering knuckle and forms the first connecting part.

[0083] Based on this, when the steering knuckle drives the first connecting part to move along the height direction of the vehicle 1, and when the vehicle 1 turns, the ball joint structure 1013 can flexibly adapt to various motion postures of the steering knuckle.

[0084] In other embodiments, please refer to Figure 1 and combined Figure 2 and Figure 5 The connector 1012 includes a first connecting arm and a second connecting arm arranged along the length of the vehicle 1. The first connecting arm and the second connecting arm are provided with a pivot hole 1012a at one end connected to the frame. The first connecting arm and the second connecting arm are rotatably connected to the frame through the corresponding pivot hole 1012a.

[0085] Hydraulic bushings are provided in the pivot hole 1012a located in the middle of the vehicle 1 along the length of the vehicle 1, and rubber bushings are provided in the pivot hole 1012a located at the rear or front of the vehicle 1.

[0086] Based on this, the load borne by the pivot hole 1012a located in the middle along the length of vehicle 1 is more complex, including not only the vertical weight of the vehicle body, but also the longitudinal force impact generated during vehicle 1 acceleration and braking. The hydraulic bushing contains a hydraulic oil chamber, which can generate damping force through the flow of oil, exhibiting higher rigidity and buffering capacity when bearing large loads, suppressing violent relative movement between the connecting part 1012 and the frame, and ensuring the structural stability of the middle connection point.

[0087] When vehicle 1 turns or changes lanes, the front or rear rubber bushings retain a certain amount of elastic deformation space, which can provide appropriate cushioning when the vehicle 1's driving posture changes (such as body tilt), avoid vibration transmission caused by excessive rigidity, and balance handling response and driving smoothness.

[0088] In some embodiments, see Figure 1 and combined Figure 2 Along the length of the vehicle 1, the body 1011 includes a front wall and a rear wall 1014. The rear wall 1014 includes a first part, a second part and a third part connected sequentially along the width of the vehicle 1. The first part is connected to a first connecting part, the third part is connected to a second connecting part, and the second part is recessed toward the front wall to form a clearance space 1014a.

[0089] Based on this, when vehicle 1 turns, the steering knuckle will drive the wheel 200 to make a certain angle of steering movement. At this time, the relative position of the steering knuckle and the wheel 200 will change. If the rear wall 1014 of the lower control arm 101 body 1011 is a flat structure, it may cause spatial conflict with the movement trajectory of the steering knuckle or the wheel 200. The avoidance space 1014a formed by the second part of the recess can provide additional mobility for the steering knuckle and the wheel 200 to swing when turning, so that the two will not contact or collide with the rear wall 1014 of the body 1011 during rotation.

[0090] For example, when the vehicle 1 turns and the wheel 200 rotates to 90°, the part of the wheel 200 located under the chassis of the vehicle 1 will be embedded in the clearance space 1014a, thereby avoiding interference with the body 1011 of the lower control arm 101 and avoiding a rigid collision.

[0091] In some embodiments, see Figure 1 and combined Figure 2 The body 1011 includes at least one weight-reducing part and a support part connected to the periphery of the weight-reducing part, the thickness of the support part being greater than the thickness of the weight-reducing part.

[0092] Based on this, the reduced thickness of the weight-reducing section directly reduces the weight of the lower control arm 101 by reducing the amount of material used. During the operation of the vehicle 1, the lower control arm 101, as a moving part of the suspension system 100, reduces the inertial load of the suspension by reducing its weight, making the vehicle 1 more responsive during acceleration, deceleration and steering, while also reducing power loss, which helps to improve fuel economy or extend the driving range of the electric vehicle 1.

[0093] The support section is connected to the periphery of the weight reduction section and is thicker, forming a load-bearing structure similar to a "skeleton". It can disperse and transmit various loads generated during the vehicle's operation, such as vertical road impact force and horizontal steering force.

[0094] For example, the weight reduction portion can be formed by a through hole opened on the body 1011.

[0095] Another example is that the weight reduction portion can be formed by a groove 1011a provided on the body 1011.

[0096] In some embodiments, see Figure 1 and combined Figure 2 The first surface is provided with multiple grooves 1011a, which form a weight reduction part.

[0097] Based on this, the first surface, which is the side of the body 1011 facing the vibration damper, has a certain difference in force distribution. By setting multiple grooves 1011a, material can be selectively removed from non-critical load-bearing areas on the first surface according to the actual stress conditions, avoiding the problem of insufficient local strength that may be caused by overall thinning.

[0098] This distributed weight reduction method allows for more even weight reduction, ensuring both lightweight performance and avoiding negative impacts on the connection strength between the body 1011 and the ball joint structure 1013 and the connector 1012. This further reduces the inertial load on the lower control arm 101 during movement, improving the sensitivity of the suspension response.

[0099] Meanwhile, the distribution of multiple grooves 1011a can form a grid-like structure similar to "reinforcing ribs" on the first surface. The protrusions between the grooves 1011a work together with the support to improve the bending and torsional resistance of the first surface in the plane.

[0100] In some embodiments, see Figure 1 and combined Figure 2 One end of the connector 1012 faces the surface of the shock absorber and is arc-shaped. The arc-shaped surface is recessed away from the shock absorber, and the end of the arc-shaped surface that connects to the first surface is flush with the first surface.

[0101] Based on this, in terms of coordination with other surrounding components, the chassis space of vehicle 1 is compact, and components such as brake lines, steering tie rods, and stabilizer bars may be arranged around the connector 1012. The curved surface facing away from the damper recess provides more space for the installation and movement of these adjacent components.

[0102] In some embodiments, see Figure 1 and combined Figure 2 The lower control arm 101 also includes a third connecting portion 1015. Along the width direction of the vehicle 1, the third connecting portion 1015 is located on the same side as the first connecting portion and the second connecting portion. The third connecting portion 1015 is used to connect with the shock absorber.

[0103] Based on this, the lower control arm 101 can integrate the shock absorber by means of the third connecting part 1015, thereby improving the integration of the suspension system 100.

[0104] The following description provides an example of one connection method between the lower control arm 101 and the shock absorber, which does not constitute a limitation of this application.

[0105] For example, the third connecting part 1015 is a concave bracket, and the output end of the shock absorber is rotatably connected to the concave bracket.

[0106] In some embodiments, see Figure 2 The main body 1011 and the connector 1012 are integrally formed.

[0107] For example, the body 1011 and the connector 1012 can be stamped.

[0108] As another example, the body 1011 and the connector 1012 can be forged.

[0109] Based on this, the body 1011 and the connector 1012 are integrally formed, eliminating the connection interface between the body 1011 and the connector 1012. At the same time, integral forming facilitates processing and reduces production costs.

[0110] In the description of the embodiments of this application, specific features, structures, materials or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0111] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A mounting structure for a lower control arm, said lower control arm (101) being connected below the shock absorber of a vehicle (1), characterized in that, The mounting structure includes: The lower swing arm (101) includes opposing first connecting portions and second connecting portions; Steering knuckle, the first connecting part is connected to the steering knuckle; The second connecting part is rotatably connected to the frame; The steering knuckle is adapted to drive the first connecting part to move along the height direction of the vehicle (1) so that the second connecting part rotates relative to the frame. Along the height direction of the vehicle (1), the second connecting part is higher than the first connecting part.

2. The installation structure according to claim 1, characterized in that, The lower swing arm (101) includes: Body (1011), the body (1011) including a first surface facing the damper; A connector (1012) has one end connected to the periphery of the first surface facing the frame, and the other end connected to the frame, forming the second connecting portion. Along the direction from the first connecting portion to the second connecting portion, the angle between the extension direction of the body (1011) and the width direction of the vehicle (1) is the first angle, and the angle between the extension direction of the connector (1012) and the width direction of the vehicle (1) is the second angle, and the angle of the second angle is greater than the angle of the first angle.

3. The installation structure according to claim 2, characterized in that, The lower swing arm (101) also includes: A ball joint structure (1013) is connected to the first surface and along the height direction of the vehicle (1). The ball joint structure (1013) is engaged with the bottom of the steering knuckle and forms the first connecting part.

4. The installation structure according to claim 2, characterized in that, Along the length direction of the vehicle (1), the body (1011) includes opposing front and rear walls (1014), the rear wall (1014) includes a first part, a second part and a third part connected sequentially along the width direction of the vehicle (1), the first part is connected to the first connecting part, the third part is connected to the second connecting part, and the second part is recessed toward the front wall to form a clearance space (1014a).

5. The installation structure according to claim 2, characterized in that, The body (1011) includes at least one weight-reducing part and a support part connected to the periphery of the weight-reducing part, wherein the thickness of the support part is greater than the thickness of the weight-reducing part.

6. The installation structure according to claim 5, characterized in that, The first surface is provided with a plurality of grooves (1011a), and the grooves (1011a) form the weight-reducing part.

7. The installation structure according to claim 2, characterized in that, The surface of one end of the connector (1012) facing the damper is an arc-shaped surface, the arc-shaped surface is recessed away from the damper, and the end of the arc-shaped surface that connects to the first surface is flush with the first surface.

8. The mounting structure according to any one of claims 1-7, characterized in that, The lower swing arm (101) also includes: The third connecting part (1015) is located on the same side as the first connecting part and the second connecting part along the width direction of the vehicle (1). The third connecting part (1015) is used to connect with the shock absorber.

9. The mounting structure according to any one of claims 2-7, characterized in that, The main body (1011) and the connector (1012) are integrally formed.

10. A vehicle, characterized in that, The vehicle (1) includes: A suspension system (100) comprising a mounting structure for a lower control arm (101) as described in any one of claims 1-9; Alternatively, the mounting structure of the lower control arm (101) as described in any one of claims 1-9.

Images