Upper guide arm of the rear dependent suspension of the vehicle

Abstract

The utility model pertains to the field of transport engineering, namely to the elements of the guide apparatus of wheeled vehicle suspensions, and concerns the design of an upper guide arm for the rear dependent suspension of a drive axle. The upper guide arm of the rear dependent suspension of a vehicle comprises a central part (see Figs. 1, 2 and 3) in the form of a plate for attaching a ball joint. Two end cantilever elements diverging at an angle are rigidly connected to the plate of the central part by welding. The upper guide arm is provided with a transverse rod connected to the end parts of the end cantilever elements (see Figs. 1, 3, 5). The free ends of each of the end cantilever elements diverging at an angle for attachment to the body are provided with rubber-metal hinges installed in cages with a horizontal axis.The crossbar is welded to the ends of the diverging end cantilever elements at a distance of no more than 50 mm from the corresponding rubber-metal hinge housing, which is designed for attachment to the body (not shown). The central section, equipped with a ball joint housing, is made as a stamped plate and connected to the end cantilever elements by welding. The technical result, achieved by utilizing all the essential features of this utility model, is increased rigidity and strength of the assembly.

Description

[0001] The utility model relates to the field of transport engineering, namely to the elements of the guide apparatus of suspensions of wheeled vehicles, and concerns the design of the upper guide arm for the rear dependent suspension of the drive axle.

[0002] Designs of control arms for dependent suspensions are known. The most common solution is to use a system of four or five separate rods (longitudinal and transverse Panhard rods), as, for example, in the suspension of the VAZ-2121 automobile ("VAZ-2121 NIVA Automobile", Vershigora V.A., Ignatov A.P., Pyatkov K.B., Moscow, Transport, 1980. See p. 145, Fig. 119. Rear suspension).

[0003] The main disadvantage of this suspension design is the undesirable kinematic displacement of the axle in the lateral direction during vertical suspension travel, which worsens the stability of the vehicle.

[0004] A more advanced technical solution is to use a single upper A-shaped control arm (not a full triangular one), replacing the two upper longitudinal links and the Panhard rod. This solution is known from technical literature (see "Car Chassis. Suspension Designs" by J. Reimpel, translated from German, Moscow, Mashinostroenie, 1989, p. 162, Fig. 3.24) and allows for the effective transfer of lateral and longitudinal forces, preventing unwanted axle displacement.

[0005] A known upper control arm assembly is an A-shaped assembly comprising a central section and a pair of cantilevered end sections. Each of the pair of end sections of the upper control arm is located adjacent to a pair of opposing vehicle side members and has a single rubber-metal hinge for attachment to the vehicle body. A pair of brackets are also provided on the side members, into which the control arm is mounted for securing the vertical-axis hinges to the vehicle body. The control arm has a box-shaped design and provides good suspension kinematics and vibration isolation (see patent No. US6109630, IPC B60G 3 / 00, 2000). This solution was adopted as a prototype.

[0006] The disadvantage of this solution is low or insufficient rigidity in the control arm structure in the horizontal plane and transverse direction, as there is no connecting element between the upper control arm consoles. This can lead to critical stresses in the central portion of the upper control arm, as well as in the load-bearing section of the supporting side members, i.e., where the control arm is connected to the body via brackets. The A-shaped upper control arm of the rear dependent suspension, lacking a force connection between the pair of diverging end sections, operates as an open structure. This leads to the possibility of elastic deformation in the plane of the control arm itself under the influence of lateral forces, which leads to undesirable kinematic deviations (deterioration in driving stability). This also leads to increased stresses in the structure of the upper control arm itself and in the area of ​​the supporting side members of the body, to which the ends of the upper control arm are hinged.

[0007] The technical problem solved by this utility model is to create a design of the upper triangular arm that ensures its maximum rigidity in the transverse direction, while maintaining the strength, compactness and minimum weight of the structure, which is critical for the adopted layout scheme of the rear suspension.

[0008] The technical result achieved by using all the essential features of the utility model is to increase the rigidity and strength of the assembly.

[0009] The specified technical result is achieved due to the fact that the upper guide arm of the rear dependent suspension of a vehicle, containing a central part equipped with a ball joint housing and a pair of end cantilever elements diverging at an angle, in accordance with the utility model, the arm is equipped with a transverse rod connecting the end parts of the diverging cantilever elements.

[0010] The central part is stamped, and the pair of end console elements diverging at an angle and the crossbar are made of tubular elements.

[0011] The central part, a pair of angled end cantilever elements and a crossbar are made by stamping from sheet steel.

[0012] The central part and the cross bar are connected to the end cantilever members by welding.

[0013] The free ends of each of the end console elements diverging at an angle are equipped with rubber-metal hinges.

[0014] The design of the upper guide arm of the vehicle's rear dependent suspension, comprising a central section interacting with the ball joint housing and a pair of diverging end cantilever elements, and equipped with a crossbar connected to the ends of the diverging end cantilever elements, provides increased horizontal rigidity of the assembly, as it forms a triangle. As is known from geometry, a triangle is the most rigid of all polygonal elements, as it has only three degrees of freedom.

[0015] The use of all essential features of the claimed utility model ensures:

[0016] 1. Increased rigidity, as it is known that a closed triangular contour has significantly higher rigidity, measured in the plane of the triangle (truss element), compared to an open A-frame structure. The crossbar supports all loads from the diverging end sections 2a, 3a of the end cantilever elements, evenly distributing stresses throughout the closed cross-section of the upper arm. This ensures uniform strength of the structure.

[0017] 2. Precise kinematics due to increased structural rigidity, which ensures a stable axle beam position relative to the body in the lateral direction throughout the entire range of suspension travel, preventing unwanted lateral movement. This improves the straight-line stability of a vehicle with a dependent rear suspension.

[0018] 3. Efficient distribution of loads applied to the central part of the control arm from the road through the axle beam and ball joint between the two diverging end cantilever elements and the crossbar. This allows for equalization of the loads on the left and right sides of the upper control arm and subsequent uniform transfer of these loads to the body side members. Thus, when transmitting lateral forces, the triangular design of the upper control arm ensures uniform loading of the left and right sides of the body's load-bearing side members.

[0019] As a result, the introduction of a crossbar transforms the lever from a flexible A-shaped design into a rigid triangular structure that distributes stress both within the lever structure itself and under local loading of the body side members, which ensures the achievement of the stated technical result - increased rigidity and strength of the unit as a whole.

[0020] Fig. 1 - bottom isometric view of the upper guide lever.

[0021] Fig. 2 - side view of the upper guide lever.

[0022] Fig. 3 - Top view of the upper guide lever.

[0023] Fig. 4. - exploded view of the upper guide lever, bottom isometric view.

[0024] Fig. 5 - top view of the stamped upper guide lever.

[0025] Fig. 6 - bottom isometric view of the stamped upper guide lever.

[0026] The upper guide arm of the rear dependent suspension of a vehicle comprises a central part 1 (see Figs. 1, 2 and 3) in the form of a plate for fastening a ball joint. Two end cantilever elements 2, 3, diverging at an angle, are rigidly connected to the plate of the central part 1 by welding. The upper guide arm is provided with a crossbar 4, connected to the end parts 2a, 3a of the end cantilever elements (see Figs. 1, 3, 5). The free ends of each of the end cantilever elements diverging at an angle for fastening to the body are provided with rubber-metal hinges 6, installed in cages 5 with a horizontal axis. The transverse rod 4 is connected by welding to the end parts 2a, 3a of the diverging end console elements 2, 3 at a distance of no more than 50 mm from the corresponding collar 5 of the rubber-metal hinges 6, intended for fastening to the body (not shown conditionally).

[0027] The central part 1 is provided with a ball joint housing 7, made in the form of a stamped plate and connected to the end cantilever elements 2, 3 by welding. The ball joint housing 7, in which the spherical part of the ball joint can be installed, is fixed to the central part 1 using fasteners 8. The two end cantilever elements 2, 3 and the crossbar 4 can be made, for example, from tubular elements or another closed box-shaped section.

[0028] The central part 1, a pair of end cantilever elements 2, 2 diverging at an angle and the crossbar 4 can be made by stamping from sheet steel (see Fig. 5, 6), including as a whole.

[0029] All elements of the upper guide lever can be made of structural and alloy steels, such as: Steel 08ps, Steel 20, Steel 35KhGSA or their analogues.

[0030] The assembly of the declared lever is carried out in the usual way, using the necessary known equipment.

[0031] During operation, the upper guide arm bears a range of loads transmitted from the wheels and axle beam to the vehicle body: longitudinal (during acceleration and braking), lateral (during turning) and partially vertical (from uneven road surfaces).

[0032] In the known prototype design (US 6109630), the A-shaped upper guide arm of the rear dependent suspension, lacking a force connection between the pair of diverging end sections, operates as an open structure. This allows for elastic deformation in the plane of the arm itself under the influence of lateral forces, leading to undesirable kinematic deviations (deterioration in driving stability). This also leads to increased stresses in the structure of the upper arm itself and in the area of ​​the load-bearing side members of the body, to which the ends of the upper arm are pivotally attached.

[0033] To address these shortcomings in the prototype, in addition to the box-shaped cross-section of the diverging end sections, high-strength steels must be used, and the cross-sectional area of ​​the diverging end sections must be proportionally increased. Both of these measures increase the weight, dimensions, and cost of the structure.

[0034] The claimed utility model addresses the aforementioned deficiencies of the prototype by introducing an additional crossbar 4, connected to the end portions 2a and 3a of the end cantilever elements. This crossbar closes the load-bearing loop of the rear suspension's upper guide arm, forming a rigid triangular structure. This fundamentally changes the structure's operation (in the horizontal plane) and ensures:

[0035] 1. Increased rigidity, as it is known that a closed triangular contour has significantly higher rigidity, measured in the plane of the triangle (truss element), compared to an open A-frame structure. The crossbar supports all loads from the diverging end sections 2a, 3a of the end cantilever elements, evenly distributing stresses throughout the closed cross-section of the upper arm. This ensures uniform strength of the structure.

[0036] 2. Precise kinematics due to increased structural rigidity, which ensures a stable axle beam position relative to the body in the lateral direction throughout the entire range of suspension travel, preventing unwanted lateral movement. This improves the straight-line stability of a vehicle with a dependent rear suspension.

[0037] 3. Efficient distribution of loads applied to the central part of the control arm from the road through the axle beam and ball joint between the two diverging end cantilever elements and the crossbar. This allows for equalization of the loads on the left and right sides of the upper control arm and subsequent uniform transfer of these loads to the body side members. Thus, in transmitting lateral forces, the triangular design of the upper control arm ensures uniform loading of the left and right sides of the body's load-bearing side members.

[0038] As a result, the introduction of a crossbar transforms the lever from a flexible A-shaped design into a rigid triangular structure that distributes stress both within the lever structure itself and under local loading of the body side members, which ensures the achievement of the stated technical result - increased rigidity and strength of the unit as a whole.

[0039] To ensure integration into the working space of the rear architecture of the vehicle and smooth bypass of the axle beam gearbox housing, the triangular design of the upper arm is the most effective.

[0040] The upper control arm of the rear independent suspension absorbs all lateral and some longitudinal loads that occur during vehicle movement. The rigid triangular design of the upper control arm ensures precise kinematics (avoiding unwanted lateral axle movement).

[0041] Tests of the upper control arm of the vehicle's rear independent suspension showed that its rigidity and strength were improved compared to an A-frame design. The developed control arm was also installed on a vehicle and road tests were conducted, which showed that its use in the vehicle's suspension improves the kinematics, stability, and handling of the vehicle.

[0042] The claimed utility model can be manufactured using known technologies on existing equipment.

[0043] The claimed utility model can be used in the field of transport engineering, namely automotive engineering.

Claims

1. An upper guide arm of a rear dependent suspension of a vehicle, comprising a central part provided with a ball joint housing and a pair of end cantilever elements diverging at an angle, characterized in that the arm is provided with a transverse rod connecting the end parts of the diverging end cantilever elements.

2. The upper guide lever according to paragraph 1, characterized in that the central part is stamped, and the pair of end console elements diverging at an angle and the crossbar are made of tubular elements.

3. The upper guide lever according to paragraph 1, characterized in that the central part, the pair of end console elements diverging at an angle and the crossbar are made by stamping from sheet steel.

4. The upper guide lever according to claim 1, characterized in that the central part and the crossbar are connected to the end console elements by welding.

5. The upper guide lever according to paragraph 1, characterized in that the crossbar connecting the end parts of the diverging end console elements is located at a distance of no more than 50 mm from the corresponding collar of the rubber-metal hinges.

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