High-rigidity lightweight automobile front lower control arm

Abstract

This utility model discloses a high-rigidity and lightweight automotive front lower control arm, specifically relating to the field of automotive front lower control arm technology. It includes a front lower control arm body, a ball joint housing, and a bushing frame, with both the ball joint housing and bushing frame fixedly connected to the front lower control arm body. The ball joint housing has a ball joint pin movably connected to it via bearings, and the ball joint pin has two through holes. The bushing frame contains a hydraulic vibration-damping bushing. In this utility model, the front lower control arm body uses high-strength steel as the base material, which balances high strength with stamping formability. It also employs a hollow variable cross-section integrated structure, which reduces weight while maintaining load-bearing capacity. Compared to traditional solid steel control arms, the weight is significantly reduced, effectively lowering unsprung mass.

Description

Technical Field

[0001] This utility model relates to the field of automotive front lower control arm technology, and more specifically, to a high-rigidity and lightweight automotive front lower control arm. Background Technology

[0002] The front lower control arm is a key guiding and force-transmitting component in the vehicle suspension system. Its two ends are connected to the vehicle subframe and the steering knuckle on the wheel side by hinges. During vehicle operation, the core function of the control arm is to determine the trajectory of the wheel and bear the multi-directional forces from the wheel, including longitudinal driving force, braking force, and lateral centrifugal force.

[0003] Most existing automotive front lower control arms are made of steel, which is relatively heavy and increases unsprung mass, thus affecting suspension response speed and fuel economy. Secondly, the connection stiffness between the control arm and bushings and ball joints is insufficient, and long-term use can easily lead to deformation, resulting in inaccurate wheel alignment parameters and affecting driving stability. Utility Model Content

[0004] In order to overcome the above-mentioned defects of the prior art, the present invention provides a high-rigidity and lightweight automotive front lower control arm, which aims to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a high-rigidity and lightweight automotive front lower control arm, comprising a front lower control arm body, a ball joint housing, and a bushing frame, wherein the ball joint housing and the bushing frame are both fixedly connected to the front lower control arm body, the ball joint housing is movably connected to a ball joint pin through a bearing, and the ball joint pin has two through holes, and the bushing frame is provided with a hydraulic vibration isolation bushing.

[0006] Furthermore, the main body of the front lower control arm is made of high-strength steel through stamping and welding, and the main body of the front lower control arm is a hollow variable cross-section structure. The hollow variable cross-section can reduce weight while ensuring load-bearing capacity.

[0007] Furthermore, two reinforcing ribs are fixedly connected to both the front and rear sides of the main body of the front lower control arm. These reinforcing ribs enhance local rigidity and fatigue resistance.

[0008] Furthermore, the hydraulic vibration isolation bushing has a multi-cavity damping structure inside, which plays a role in filtering road vibration and improving the stability of the connection with the subframe.

[0009] As can be seen, in the above technical solution, the hydraulic vibration isolation bushing adopts a three-chamber independent damping chamber design. The chamber is filled with methyl silicone oil damping fluid, and the chamber wall is made of nitrile rubber. When the vehicle encounters road bumps, the damping fluid flows in the chamber to generate damping force. At the same time, the elastic deformation of the rubber wall can compensate for assembly errors.

[0010] Furthermore, the front lower control arm body is provided with a composite anti-corrosion layer, which includes a powder coating layer and a cathodic electrophoresis layer.

[0011] Furthermore, the bottom end of the cathodic electrophoresis layer is fixedly connected to the front lower control arm body, and the bottom end of the powder spraying layer is fixedly connected to the cathodic electrophoresis layer.

[0012] As can be seen, in the above technical solution, the front lower control arm body is first degreased and phosphated, then a cathodic electrophoretic layer is deposited to ensure that the coating uniformly covers the hollow inner wall, and finally epoxy resin powder is electrostatically sprayed, which can comprehensively improve the corrosion resistance.

[0013] Furthermore, the connection between the front lower control arm body, the ball joint housing, and the bushing frame is achieved using laser welding.

[0014] It can be seen that the above technical solutions ensure connection strength and airtightness, and are suitable for customized front suspension systems of different vehicle models.

[0015] Furthermore, a connecting frame is fixedly connected to the front side of the main body of the lower front control arm.

[0016] As can be seen, in the above technical solution, the connecting frame is welded to the center of the front side of the lower control arm body for subsequent installation of auxiliary stabilizing components of the suspension system.

[0017] The technical effects and advantages of this utility model are as follows:

[0018] 1. The main body of the front lower control arm in this utility model is made of high-strength steel as the base material. This material combines high strength and stamping formability. At the same time, it adopts a hollow variable cross-section integrated structure, which can reduce weight while ensuring load-bearing capacity. Compared with the traditional solid steel control arm, the weight is greatly reduced, thereby effectively reducing unsprung mass.

[0019] 2. This utility model uses laser welding technology to weld the ball head housing and bushing frame to both ends of the front lower control arm body. After welding, the weld is ground to ensure surface roughness. The hydraulic vibration isolation bushing adopts a three-chamber independent damping chamber design, which can improve driving stability. Attached Figure Description

[0020] The structures, proportions, sizes, etc. illustrated in this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed herein, and are not intended to limit the implementation conditions of this utility model. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and objectives that this utility model can produce, should still fall within the scope of the technical content disclosed in this utility model.

[0021] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0022] Figure 2 This is a perspective view of the present invention from a downward angle;

[0023] Figure 3 This is a perspective view of the present invention from the rear view direction;

[0024] Figure 4 This utility model Figure 1 Enlarged view of the A-structure.

[0025] In the figure: 1. Front lower control arm body; 2. Ball head housing; 3. Ball head pin; 4. Connecting frame; 5. Reinforcing rib; 6. Bushing frame; 7. Hydraulic vibration isolation bushing; 8. Powder coating layer; 9. Cathodic electrophoresis layer. Detailed Implementation

[0026] The following specific embodiments illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0027] Refer to the instruction manual appendix Figure 1-4 This embodiment of a high-rigidity and lightweight automotive front lower control arm includes a front lower control arm body 1, a ball joint housing 2, and a bushing frame 6. Both the ball joint housing 2 and the bushing frame 6 are fixedly connected to the front lower control arm body 1. The ball joint housing 2 is movably connected to a ball joint pin 3 through a bearing, and the ball joint pin 3 has two through holes. The bushing frame 6 is provided with a hydraulic vibration isolation bushing 7.

[0028] Furthermore, the front lower control arm body 1 is made of high-strength steel through stamping and welding, and the front lower control arm body 1 is a hollow variable cross-section structure. The hollow variable cross-section can reduce weight while ensuring load-bearing capacity.

[0029] Furthermore, two reinforcing ribs 5 are fixedly connected to both the front and rear sides of the front lower control arm body 1. The multiple reinforcing ribs 5 play a role in enhancing local rigidity and fatigue resistance.

[0030] Furthermore, the hydraulic vibration isolation bushing 7 has a multi-cavity damping structure inside, which plays a role in filtering road vibration and improving the stability of the connection with the subframe.

[0031] Furthermore, a composite anti-corrosion layer is provided on the front lower control arm body 1. The composite anti-corrosion layer includes a powder coating layer 8 and a cathodic electrophoresis layer 9. The bottom end of the cathodic electrophoresis layer 9 is fixedly connected to the front lower control arm body 1, and the bottom end of the powder coating layer 8 is fixedly connected to the cathodic electrophoresis layer 9.

[0032] Furthermore, the connection between the front lower control arm body 1, the ball joint housing 2, and the bushing frame 6 is achieved using laser welding.

[0033] Furthermore, a connecting frame 4 is fixedly connected to the front side of the front lower control arm body 1.

[0034] The usage method of this embodiment is as follows:

[0035] The front lower control arm body 1 is made of high-strength steel as the base material. This material combines high strength and stamping formability. At the same time, it adopts a hollow variable cross-section integrated structure, which can reduce weight while ensuring load-bearing capacity. In the key stress areas of the front lower control arm body 1, ball head housing 2 and bushing frame 6, trapezoidal reinforcing ribs are integrally stamped to form reinforcing ribs. These reinforcing ribs can increase the bending stiffness of the connection area by 23% and the torsional stiffness by 18%.

[0036] The ball head housing 2 and bushing bracket 6 are welded to both ends of the front lower control arm body 1 using laser welding technology. After welding, the weld is ground to ensure surface roughness, which can ensure connection strength and airtightness. It is suitable for customized front suspension systems of different models.

[0037] The connecting frame 4 is welded to the center of the front side of the front lower control arm body 1 for subsequent installation of auxiliary stabilizing components of the suspension system. Two reinforcing ribs 5 are welded to the front and rear sides of the front lower control arm body 1 respectively. The reinforcing ribs 5 can enhance the local resistance to deformation.

[0038] Apply lithium-based grease to the inside of the ball head housing 2, and then insert the ball head pin 3 with bearing into the housing. The bearing is interference-fitted with the ball head housing 2 to ensure that the ball head pin 3 can rotate flexibly without radial movement. The two through holes on the ball head pin 3 are used to install positioning bolts and connect to the wheel steering knuckle.

[0039] The hydraulic vibration isolation bushing 7 is installed into the bushing frame 6 using an interference fit method. After pressing, the parallelism between the end face of the bushing and the end face of the bushing frame 6 is ≤0.1mm, ensuring that there is no misalignment when the bushing is connected to the subframe.

[0040] Compared with traditional solid steel control arms, the weight of the front lower control arm body 1 is significantly reduced, thereby effectively reducing unsprung mass. The front lower control arm body 1 is first degreased and phosphated, then a cathodic electrophoretic layer 9 is deposited to ensure that the coating uniformly covers the hollow inner wall. Finally, epoxy resin powder 8 is electrostatically sprayed and cured by baking at 180℃ for 20 minutes. The finished product can pass a 500-hour neutral salt spray test without red rust or blistering, which can comprehensively improve corrosion resistance.

[0041] The hydraulic vibration isolation bushing 7 adopts a three-chamber independent damping chamber design. The chamber is filled with methyl silicone oil damping fluid, and the chamber wall is made of nitrile rubber. When the vehicle encounters road bumps, the damping fluid flows in the chamber to generate damping force, which can reduce the road vibration transmission rate by 32%. At the same time, the elastic deformation of the rubber wall can compensate for assembly errors, so that the connection gap between the bushing and the subframe is controlled within 0.1mm, improving driving stability.

[0042] All contents not described in detail in the specification are existing technologies known to those skilled in the art. The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A high-rigidity lightweight automobile front lower control arm, characterized by: It includes a front lower control arm body (1), a ball head housing (2) and a bushing frame (6), and the ball head housing (2) and the bushing frame (6) are fixedly connected to the front lower control arm body (1). The ball head housing (2) is movably connected to a ball head pin (3) through a bearing, and the ball head pin (3) has two through holes. The bushing frame (6) is provided with a hydraulic vibration isolation bushing (7).

2. The high-rigid-lightweight automobile front lower control arm according to claim 1, characterized by: The front lower control arm body (1) is made of high-strength steel by stamping and welding, and the front lower control arm body (1) is a hollow variable cross-section structure. The hollow variable cross-section can reduce weight while ensuring load-bearing capacity.

3. The high-rigid-lightweight automobile front lower control arm according to claim 1, characterized by: The front lower control arm body (1) has two reinforcing ribs (5) fixedly connected to both the front and rear sides. The multiple reinforcing ribs (5) play a role in enhancing local stiffness and fatigue resistance.

4. The high-rigidity lightweight automotive front lower control arm according to claim 1, characterized in that: The hydraulic vibration isolation bushing (7) has a multi-cavity damping structure inside, which plays the role of filtering road vibration and improving the stability of the connection with the subframe.

5. The high-rigidity lightweight automotive front lower control arm according to claim 1, characterized in that: The front lower control arm body (1) is provided with a composite anti-corrosion layer, which includes a powder spraying layer (8) and a cathodic electrophoresis layer (9).

6. The high-rigidity lightweight automotive front lower control arm according to claim 5, characterized in that: The bottom end of the cathodic electrophoresis layer (9) is fixedly connected to the front lower control arm body (1), and the bottom end of the powder spraying layer (8) is fixedly connected to the cathodic electrophoresis layer (9).

7. The high-rigidity lightweight automotive front lower control arm according to claim 1, characterized in that: The connection between the front lower control arm body (1), the ball head housing (2) and the bushing frame (6) is made by laser welding.

8. The high-rigidity lightweight automotive front lower control arm according to claim 1, characterized in that: The front lower control arm body (1) is fixedly connected to a connecting frame (4).

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