What material is the triangular arm of a car made of
Common materials for automotive triangular arms include aluminum alloy, cast iron and steel plate stamping parts.
Aluminum alloy material
Aluminum alloy triangular arms feature light weight (reducing unsprung mass and enhancing handling) and strong corrosion resistance, making them particularly suitable for new energy vehicles to reduce energy consumption. Forging processes can ensure high strength and stability, meeting the demands of complex road conditions. For instance, a certain model of aluminum alloy triangular arm is made of Al6082 material. After T6 heat treatment, its strength meets the standard, and the surface treatment is shot blasting process.
Cast iron material
Cast iron (such as ductile iron) has high strength but is relatively heavy. It has relatively high rigidity and is suitable for scenarios that require higher load-bearing capacity, but the processing cost is relatively high.
Steel plate stamping parts
Steel plate stamping parts have a relatively low cost. Their strength and rigidity are enhanced through hot stamping processes, making them suitable for vehicle models with limited budgets or those requiring large-scale production. However, its material strength and corrosion resistance are weaker than those of aluminum alloys.
Youdaoplaceholder0 Choice trend : aluminum alloy, due to its superior comprehensive performance, has become the mainstream choice, especially suitable for mid-to-high-end vehicle models; Cast iron is mostly used in scenarios where extremely high strength is required. Stamping parts are more commonly found in economy models.
The triangular arm is a core component of the automotive suspension system. It adopts a double-arm frame structure and a ball joint connection mechanism, and realizes the control of the up and down swing of the tire through the characteristics of universal joints. This component achieves dual shock absorption through a deceleration structure and a rubber buffer layer, which can reduce the transmission of impact force by 30% to 50%, and its service life is 1.8 to 2.2 times that of the conventional design. When the rubber sleeve ages or the ball joint becomes loose, it can lead to faults such as driving deviation, abnormal wear and loss of control of direction, which require maintenance through four-wheel alignment and component replacement.
It adopts a symmetrical double-arm structure. The main frame is formed by connecting rings and fixed plates. The end of the lower arm is equipped with an shaft head mounting seat, and the upper arm is configured with a rotatable fixed rod assembly. The end of the fixed rod is integrated with a reduction structure, including a connecting rod, a bump and a gear set. A rubber buffer layer is set on the side wall of the slide groove.
The ball joint connection mechanism adopts a universal joint design, allowing the axle head and the vehicle body to achieve a relative displacement of ±15° in three-dimensional space, ensuring that the tires maintain an effective contact area in complex road conditions. The length of the fixed plate chute is 120mm, which can accommodate the maximum offset of the fixed rod and, in combination with the torsion spring, achieve primary buffering.
When the tire is impacted by the road surface, the axle head drives the hinge point of the ball joint to shift, triggering the fixed rod to move along the slide groove: in the first stage, 60% of the impact energy is absorbed by the torsion spring; in the second stage, the moving speed is reduced by the gear set, and the remaining impact force is filtered through the rubber layer and then transmitted to the vehicle body. This mechanism can keep the tire swing amplitude within ±8mm, reducing the fluctuation by more than 40% compared with the traditional structure.
Under steering conditions, the triangular arm automatically adjusts the camber and toe-in Angle through linkage with the shock absorber to ensure that the tire remains stable in contact with the ground and the direction of travel. This feature reduces the lateral force transmission of the vehicle by 30% to 50% at a speed of 80km/h.
The main manifestations of faults in a car's triangular arm include deviation during driving, abnormal tire swaying and unusual noises, etc. The specific symptoms include:
Driving off course
When driving at low speed, the steering wheel needs to be continuously adjusted at an Angle of more than 5°, or when driving at high speed in a straight line, it suddenly veers off course.
Abnormal noise
When braking slowly or passing over speed bumps, a "clunk" abnormal sound occurs, and there is a steering play when turning at low speed.
Abnormal wear of tires
Wavy wear occurred on the inner side of the tire, with a wear rate exceeding 0.5mm per 10,000 kilometers, accompanied by noise.
Abnormality of the suspension system
The vehicle is driving unsteadily, the steering wheel is shaking, and the suspension system makes knocking or creaking sounds.
Maintenance suggestions
If the above symptoms occur, it is necessary to promptly inspect the triangular arm rubber sleeve, ball head and other components. Replace them if necessary and perform four-wheel alignment.
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