CN113118987B

CN113118987B - Vehicle positioning and clamping device

Info

Publication number: CN113118987B
Application number: CN201911395282.9A
Authority: CN
Inventors: 刘建文; 周德泉; 李航; 柳明珠; 李开标; 李涛
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2019-12-30
Filing date: 2019-12-30
Publication date: 2023-05-26
Anticipated expiration: 2039-12-30
Also published as: CN113118987A

Abstract

The invention belongs to the technical field of vehicle positioning, and particularly relates to a vehicle positioning and clamping device. The vehicle positioning and clamping device comprises: the device comprises a vehicle body positioning assembly, a vehicle body supporting assembly, a lateral adjusting assembly, a vehicle body end clamping assembly, a vehicle body middle clamping assembly and a steering constraint assembly; the vehicle body support assembly is used for adjusting the vertical displacement, the side-tipping angle, the pitching angle and the torsion angle of the vehicle body; the vehicle body positioning assembly is used for vertically positioning the vehicle; the lateral adjusting component and the spacing between the left side wall lower spigot edge and the right side wall lower spigot edge of the vehicle body; the vehicle body end clamping assembly is used for adjusting the longitudinal displacement and the vertical displacement; a steering restraint assembly is used to secure a hub of the vehicle. The vehicle positioning and clamping device can accurately position and clamp different types of vehicles, improves clamping efficiency, and reduces processing period and manufacturing cost.

Description

Vehicle positioning and clamping device

Technical Field

The invention belongs to the technical field of vehicle positioning, and particularly relates to a vehicle positioning and clamping device.

Background

With the development of the China vehicle industry, the importance degree and the input cost of vehicle research and development of various large vehicle enterprises are gradually increased, and the vehicle enterprises generate and manufacture new vehicle types are also increased. There is a need for high precision positioning and quick clamping of vehicles in various links of vehicle production, such as trial production, testing, manufacturing and maintenance. For example, the durability test is one of the key links in the whole vehicle development process, is an effective way for checking whether the existing vehicle is qualified or not, and provides objective basis for modifying and optimizing the vehicle structure. Specifically, the road simulation test of the durability test can simultaneously ensure the timeliness and the accuracy of the test by accurately reproducing the actual road working condition, and in the aspect of the vehicle durability test, the test is changed from an outfield test stage to a laboratory road simulation test, and in the laboratory road simulation test, the following simulation test can be performed by firstly carrying out high-accuracy positioning, rapid clamping and data monitoring on the vehicle. Similarly, the requirements of positioning, clamping and data monitoring on the whole vehicle position are met in other occasions such as whole vehicle trial production and maintenance.

In the prior art, a clamping device of a vehicle is divided into a special clamp and a flexible clamp, wherein the special clamp is unfavorable for rapidly responding to the requirements of trial production, test, manufacture and overhaul of the vehicle due to the defects of high manufacturing cost, long processing period and the like; the flexible clamp system adopts the clamp with different types of vehicle types arranged on the same device, and is switched to the corresponding clamp according to the requirements of processing the vehicle types, the different types of clamps are still required to be designed for various vehicle types per se, and part of the flexible clamp system can realize that one set of device is suitable for various vehicle types, but has a complex structure, and before trial production, test, manufacture and overhaul, the relevant positioning and clamping units of each mounting point are required to be adjusted (so as to meet the requirements of different vehicle types), so that the problems of low clamping efficiency and the like exist.

Disclosure of Invention

The invention solves the technical problems of high manufacturing cost, long processing period, low clamping efficiency and the like of the vehicle positioning and clamping device in the prior art, and provides the vehicle positioning and clamping device.

In view of the above, embodiments of the present invention provide a vehicle positioning and clamping device, including a vehicle body positioning assembly, a vehicle body support assembly, a lateral adjustment assembly, a vehicle body end clamping assembly, a vehicle body middle clamping assembly, and a steering restraint assembly;

The vehicle body support assembly is arranged on the vehicle body support assembly and is used for adjusting the vertical displacement, the side-tipping angle, the pitching angle and the torsion angle of the vehicle body;

the vehicle body positioning assembly is arranged on the vehicle body of the vehicle and is used for positioning the lateral displacement, the longitudinal displacement and the vertical corner of the vehicle;

the lateral adjustment assembly is arranged on the vehicle body supporting assembly and is used for adjusting the lateral displacement of the vehicle body and the distance between the left side wall lower spigot edge and the right side wall lower spigot edge of the vehicle body;

the middle clamping assembly of the automobile body is arranged on the lateral adjusting assembly and is used for fixing the side wall threshold spigot edge of the automobile body;

the vehicle body end clamping assembly is connected with the front end of the vehicle body and the rear end of the vehicle body; for longitudinal and vertical positioning of the body to secure the body;

the steering restraint assembly is arranged on a steering gear and a steering pull rod of the vehicle and is used for fixing a hub of the vehicle.

Optionally, the vehicle body positioning assembly comprises an attachment piece, a connecting piece, a weight line and an angle gauge; the attachment piece is arranged on the body of the vehicle, the connecting piece is connected with the attachment piece, and the heavy hammer line and the angle meter are arranged on the connecting piece.

Optionally, the connecting piece comprises a primary connecting rod, a secondary connecting rod and a positioning bolt; the primary connecting rod is connected with the attachment piece, and the secondary connecting rod is connected with the primary connecting rod; the positioning bolt is arranged on the secondary connecting rod, and the heavy hammer line is hung on the positioning bolt.

Optionally, the primary connecting rod comprises a first connecting rod, a second connecting rod, a third connecting rod and a fourth connecting rod which are equal in length, and the secondary connecting rod comprises a fifth connecting rod and a sixth connecting rod which are equal in length and are provided with first through holes at the midpoint positions; the length of the fifth connecting rod is twice that of the first connecting rod; the fifth connecting rod and the sixth connecting rod are rotationally connected through the positioning bolt penetrating through the first through hole; the attachment member includes a first attachment member and a second attachment member both connected to the vehicle body;

one end of the first connecting rod is rotationally connected to the first attaching piece, and the other end of the first connecting rod is rotationally connected with the fifth connecting rod; one end of the second connecting rod is rotationally connected to the first attaching piece, and the other end of the second connecting rod is rotationally connected with the sixth connecting rod; one end of the third connecting rod is rotationally connected to the second attachment piece, and the other end of the third connecting rod is rotationally connected with one end, far away from the first connecting rod, of the fifth connecting rod; one end of the fourth connecting rod is rotationally connected to the second attachment piece, and the other end of the fourth connecting rod is rotationally connected with one end, far away from the second connecting rod, of the sixth connecting rod.

Optionally, the angle gauge comprises an angle gauge body and an angle gauge connecting rod provided with a chute; the angle meter body is arranged at the midpoint of the angle meter connecting rod, one end of the angle meter connecting rod is connected with one end of the second connecting rod far away from the first attaching piece in a sliding manner, and the other end of the angle meter connecting rod is connected with one end of the fourth connecting rod far away from the second attaching piece in a sliding manner; the distance between the angle meter body and the first attachment is equal to the distance between the angle meter body and the second attachment.

Optionally, the positioning bolt comprises a nut, a positioning pin, a pressing block and a bolt body; the bolt body comprises a bolt head and a threaded column connected with the bolt head; one end of the threaded column, which is far away from the bolt head, is provided with a first threaded hole; the nut is connected to one end of the threaded column far away from the bolt head; the locating pin is connected to the threaded column through the first threaded hole; the compression block is connected to one end of the positioning pin, which is far away from the bolt head;

the surface of the compaction block, which is close to the locating pin, is provided with a heavy hammer wire groove, a threaded through hole and a fan-shaped groove, the axis of the threaded through hole is vertical to the axis of the heavy hammer wire groove, and the threaded through hole is communicated with the heavy hammer wire groove; the intersection point of the extension lines of the two straight sides of the fan-shaped groove is positioned on the axis of the heavy hammer wire groove; the weight line passing through the fan-shaped groove and the weight line groove is fixed on the positioning pin by a screw passing through the threaded through hole.

Optionally, the vehicle body support assembly comprises a base, a height fine adjustment assembly, a support bar, a cross beam and a height coarse adjustment assembly; one end of the supporting rod is connected with the base through the height fine adjustment assembly; the other end of the supporting rod is connected with the cross beam; the height coarse adjustment assembly is connected to one end of the cross beam, which is far away from the supporting rod.

Optionally, the height fine adjustment component is a screw rod including a first thread section and a second thread section; the threads of the first thread section and the second thread section are opposite in rotation direction; one end of the screw rod is connected with the base through the first threaded section, and the other end of the screw rod is connected with the supporting rod through the second threaded section.

Optionally, the lateral adjustment assembly includes a guide rail, a slider, a tie rod, and a turntable; the guide rail and the turntable are arranged on the cross beam; the sliding block is in sliding connection with the guide rail through the height coarse adjustment assembly; the pull rod is arranged in parallel with the guide rail, one end of the pull rod is connected to the sliding block, and the other end of the pull rod is rotatably connected to a preset eccentric position of the turntable; when the turntable rotates, the pull rod drives the sliding block and the height coarse adjustment assembly to slide along the guide rail.

Optionally, the height coarse adjustment assembly comprises a fixed plate, a fixed trapezoidal rack, a movable trapezoidal rack and a fixed piece; the fixed trapezoid rack is provided with a first inclined rack which is opposite to the movable trapezoid rack; the movable trapezoid rack is provided with a second bevel rack meshed with the first bevel rack;

the fixed plate is fixedly connected and installed on the fixed trapezoid rack, and the sliding block is installed on the fixed plate; the movable trapezoid rack is connected with the guide rail in a sliding way; the fixing piece is used for fixing the meshing position of the movable trapezoidal rack and the fixed trapezoidal rack. Optionally, the vehicle body end clamping assembly comprises a column, a beam welding assembly, a clamp end connecting plate and a vehicle body end connecting plate; the beam welding assembly is arranged on the upright post; the clamp end connecting plate is connected between the vehicle body end connecting plate and the beam welding assembly, and the vehicle body end connecting plate is connected with the vehicle body;

the beam welding assembly is provided with a first long groove parallel to the horizontal plane, and the clamp end connecting plate is connected to the beam welding assembly in a sliding manner through the first long groove; and/or

The upright post is provided with a second long groove vertical to the horizontal plane, and the beam welding assembly is connected to the upright post in a sliding manner through the second long groove.

Optionally, the mid-body clamping assembly comprises a first fastening bolt and a lateral compression block; the sliding block is provided with a positioning groove, and the positioning groove comprises a first groove edge and a second groove edge which are opposite and arranged in parallel; the lateral compression block is connected to the first groove edge through the first fastening bolt penetrating through the positioning hole; and the lateral compression block is positioned in the positioning groove and is arranged in parallel with the second groove side.

Optionally, the middle clamping assembly of the automobile body further comprises a supporting plate, a pressing plate, a second fastening bolt and an automobile body threshold pressing block provided with a first groove; the first groove is positioned above the positioning groove;

the supporting plate comprises a vertical plate and a transverse plate provided with a second groove, the sliding block is installed in the second groove, a second threaded hole opposite to the sliding block is formed in the transverse plate, and a plurality of groups of installation holes are formed in the vertical plate; the second fastening bolt passes through the second threaded hole and is abutted against the sliding block;

The compaction plate is connected to the vertical plate through the mounting hole; the car body threshold compacting block is connected to the compacting plate in a sliding mode.

Optionally, the steering restraint assembly comprises an outer pressure block, an inner pressure block, a screw and a pressure block nut; the inner side pressing block is provided with a second through hole; the inner pressing block is connected to the steering gear shell of the vehicle, the outer pressing block is connected to the steering pull rod of the vehicle, and the screw rod penetrates through the second through hole and the pressing block nut and then is fixedly connected with the outer pressing block.

Optionally, the outer pressing block includes a first outer semicircular ring and a second outer semicircular ring, and the first outer semicircular ring and the second outer semicircular ring are connected through a first screw; the inner pressing block comprises a first inner semicircular ring and a second inner semicircular ring, and the first inner semicircular ring is connected with the second inner semicircular ring through a second screw.

According to the vehicle positioning and clamping device provided by the embodiment, the vehicle body is longitudinally positioned through the vehicle body positioning assembly; the vertical position, the side-tipping angle, the pitching angle and the torsion angle of the vehicle body are adjusted and fixed through the vehicle body supporting component, and the total number of degrees of freedom is 4; the left side wall lower spigot edge and the right side wall lower spigot edge of the automobile body are regulated and limited and regulated through the lateral regulating component, and 2 degrees of freedom are added, so that the automobile body is laterally displaced; limiting longitudinal displacement and vertical displacement of the front end and the rear end of the vehicle body through the vehicle body end clamping assembly, wherein the total number of degrees of freedom is 4; the steering constraint component reduces the influence of random load input to the steering wheel on the load of the vehicle by fixing the left front steering system and the right front steering system of the vehicle in 2 degrees of freedom; the upper spigot edge of the side wall threshold of the vehicle body (namely the upper spigot edge of the side wall threshold of each of the left front door, the right front door, the left rear door and the right rear door) can be adjusted and fixed through the middle clamping component of the vehicle body, and the total number of degrees of freedom is 4; in sum, the vehicle 16-degree-of-freedom positioning and clamping device realizes the accurate positioning of the vehicle and the 6-degree-of-freedom constraint of the vehicle body space position (namely, the vehicle body of the vehicle is fixed), thereby meeting the requirements of high-precision positioning and quick clamping of the vehicle in production links (such as trial production, test, manufacturing, overhaul and the like); meanwhile, the vehicle positioning and clamping device has excellent clamping constraint performance, and can keep excellent reliability under severe working conditions of severe jolting for a long time; in addition, the vehicle positioning and clamping device adopts a modular design, can be quickly disassembled and reused, can meet the clamping and positioning requirements of different vehicle types (such as various sedans, SUVs, MPVs and the like), improves the clamping efficiency, and does not need to configure different types of clamps for different types of vehicle types, so that the processing period and the manufacturing cost of the vehicle positioning and clamping device are reduced.

Drawings

The invention will be further described with reference to the drawings and examples.

FIG. 1 is a schematic perspective view of a positioning vehicle body of a positioning and clamping device for a vehicle according to an embodiment of the invention;

FIG. 2 is a schematic perspective view of a vehicle body positioning assembly of a vehicle positioning and clamping device according to an embodiment of the present invention;

FIG. 3 is a schematic perspective view of a positioning bolt of a body positioning assembly of the vehicle positioning clamp device shown in FIG. 2;

FIG. 4 is a schematic perspective view of a clamping block of a positioning bolt of the vehicle body positioning device shown in FIG. 3;

FIG. 5 is a schematic view of a portion of a body support assembly and a lateral adjustment assembly of a vehicle positioning and clamping device according to an embodiment of the present invention;

FIG. 6 is a schematic perspective view of a lateral adjustment assembly and a body support assembly of a vehicle positioning and clamping device according to an embodiment of the present invention;

FIG. 7 is a schematic view of a side adjustment assembly and a body support assembly of a vehicle positioning and clamping device according to an embodiment of the present invention;

FIG. 8 is a schematic view showing a partial structure of a body end clamping assembly of a vehicle positioning and clamping device according to an embodiment of the present invention;

FIG. 9 is a schematic view of the structure of a body center adjustment assembly, a lateral adjustment assembly and a body support assembly of a vehicle positioning and clamping device according to an embodiment of the present invention;

FIG. 10 is a schematic view of a vehicle body center adjustment assembly mounted on a slider of a vehicle positioning and clamping device according to an embodiment of the present invention;

FIG. 11 is a schematic view of a steering restraint assembly of a vehicle positioning and clamping device according to an embodiment of the present invention;

reference numerals in the specification are as follows:

1. a body positioning assembly; 11. an attachment member; 111. a first attachment member; 112. a second attachment member; 12. a connecting piece; 121. a primary connecting rod; 1211. a first connecting rod; 1212. a second connecting rod; 1213. a third connecting rod; 1214. a fourth connecting rod; 122. a secondary connecting rod; 1221. a fifth connecting rod; 1222. a sixth connecting rod; 1223. a first through hole; 123. positioning bolts; 1231. a nut; 1232. a positioning pin; 1233. a compaction block; 12331. a heavy hammer trunking; 12332. a threaded through hole; 12333. a fan-shaped groove; 1234. a bolt body; 12341. a bolt head; 12342. a threaded column; 123421, first threaded hole; 13. a weight line; 14. an angle gauge; 141. an angle gauge body; 142. an angle instrument connecting rod; 1421. a chute;

2. a body support assembly; 21. a base; 22. a height fine tuning assembly; 221. a screw rod; 2211. a first thread segment; 2212. a second thread segment; 23. a support rod; 24. a cross beam; 25. a height coarse adjustment assembly; 251. a fixing plate; 252. fixing a trapezoid rack; 253. a movable trapezoidal rack; 254. a fixing member; 26. a graduated scale;

3. A lateral adjustment assembly; 31. a guide rail; 32. a slide block; 321. a positioning groove; 322. a first slot edge; 3221. positioning holes; 323. a second slot edge; 33. a pull rod; 34. a turntable;

4. a body end clamping assembly; 41. a column; 411. a second elongated slot; 42. a beam welding assembly; 421. a first elongated slot; 43. a clamp end connecting plate; 44. a vehicle body end connecting plate;

5. a body center clamp assembly; 51. a first fastening bolt; 52. a lateral compression block; 53. a support plate; 531. a riser; 532. a cross plate; 5321. a second groove; 54. a compacting plate; 55. a second fastening bolt; 56. a car body threshold pressing block; 561. a first groove;

6. a steering restraint assembly; 61. an outer pressing block; 611. a first screw; 612. a first outer semi-circular ring; 613. a second outer semicircular ring; 62. an inner side pressing block; 621. a second screw; 622. a first inner semicircular ring; 623. a second inner semicircular ring; 624. a second through hole; 63. a screw; 64. pressing a block nut;

7. applying a load assembly; 8. a vehicle body.

Detailed Description

In order to make the technical problems, technical schemes and beneficial effects solved by the invention more clear, the invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.

It is to be understood that the directions or positional relationships indicated by the terms "upper", "lower", "left", "right", "front", "rear", "middle", etc., are based on the directions or positional relationships shown in the drawings, are merely for convenience of description and simplification of the description, and do not indicate or imply that the apparatus or element in question must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as limiting the invention.

In the present invention, in order to better explain the structure and the installation relationship of the vehicle positioning and clamping device, fig. 1 is a schematic perspective view of a positioning vehicle body of the vehicle positioning and clamping device according to an embodiment of the present invention. In the present invention, the "front" is the front of the vehicle body 8 (i.e., the left side of the vehicle body 8 mounted in the vehicle positioning and clamping device shown in fig. 1); "rear" is the rear of the vehicle body 8 (i.e., the right of the vehicle body 8 mounted in the vehicle positioning and clamping device shown in fig. 1); "left" is the left side of the vehicle body 8 (i.e., the front side of the vehicle body 8 mounted on the vehicle positioning and clamping device shown in fig. 1); "right" is the right side of the vehicle body 8 shown in fig. 1 (i.e., the rear side of the vehicle body 8 mounted in the vehicle positioning and clamping device shown in fig. 1); "upper" is the upper side of the vehicle body 8 (i.e., the upper side of the vehicle body 8 mounted to the vehicle positioning and clamping device shown in fig. 1); "lower" is the underside of the vehicle body 8 (i.e., the underside of the vehicle body 8 mounted to the vehicle locating clamp shown in FIG. 1); the lateral direction in the present invention means the left-right direction of the vehicle body, and the roll angle means the roll angle in the left-right direction of the vehicle body; in the present invention, the longitudinal direction means the front-rear direction of the vehicle, and the pitch angle means the roll angle in the front-rear direction of the vehicle body; meanwhile, the vertical direction refers to the up-down direction of the vehicle body; the twist angle means that the front end and the rear end of the vehicle body are twisted in opposite directions about an axis parallel to the longitudinal direction.

As shown in fig. 1, 5 and 11, a vehicle positioning and clamping device according to an embodiment of the present invention includes a vehicle body positioning assembly 1, a vehicle body supporting assembly 2, a lateral adjustment assembly 3, a vehicle body end clamping assembly 4, a vehicle body middle clamping assembly 5 and a steering restraint assembly 6.

The vehicle body positioning assembly 1 is arranged on a vehicle body 8 of the vehicle and is used for positioning lateral displacement, longitudinal displacement and vertical rotation angle of the vehicle; specifically, two car body positioning components 1 are arranged on the car body, one car body positioning component 1 is installed on a front longitudinal beam of the car body 8, the other car body positioning component 1 is installed on a rear anti-collision beam of the car body 8, and a coordinate system is built through two points marked by the two car body 8 positioning components 1, so that the car is positioned and positioned by lateral displacement, longitudinal displacement and vertical corners, and the position of the car body 8 is adjusted in an auxiliary mode.

The body support assembly 2, the body 8 is mounted on the body support assembly 2, the body support assembly 2 is used for adjusting the vertical displacement, the roll angle (i.e. the rotation angle around the axis parallel to the longitudinal direction), the pitch angle (i.e. the rotation angle around the axis parallel to the lateral direction) and the torsion angle (i.e. the torsion refers to the torsion direction of the front end and the rear end of the body 8 of the vehicle around the axis parallel to the longitudinal direction), the body support assembly 2 can adjust 4 degrees of freedom of the body 8, in particular, the position relation of the body support assembly 2 is adjusted through the body positioning assembly 1 for marking the body 8 (i.e. positioning the lateral movement and the vertical rotation angle), so that the vertical position, the roll angle, the pitch angle and the torsion angle of the body 8 mounted on the body support assembly 2 meet preset requirements.

The lateral adjustment assembly 3 is arranged on the vehicle body support assembly 2 and is used for adjusting the lateral displacement of the vehicle body 8 and adapting to the distance between the left side wall lower spigot edge and the right side wall lower spigot edge of the vehicle body 8; it will be appreciated that the body support assembly 2 may adjust 2 degrees of freedom of the vehicle, i.e. the lateral adjustment assembly 3 may adjust the spacing between the left side lower seam allowance edge and the right side lower seam allowance edge of the vehicle body 8 and fix the lateral displacement of the vehicle body 8.

The middle car body clamping assembly 5 is arranged on the lateral adjustment assembly 3 and is used for fixing the upper spigot edge of the side wall threshold of the car body 8; as will be appreciated, the side adjustment assembly 3 is mounted on the upper side sill edge of the front and rear doors of the vehicle, and can limit the 4 degrees of freedom of the vehicle body 8 (i.e., the upper side sill edge of the respective front left, front right, rear left and rear right doors); further, if the vehicle body 8 is a two-door vehicle body 8, the lateral adjustment assembly 3 may limit 2 degrees of freedom of the upper seam allowance of the side sill of the left and right front doors.

The vehicle body end clamping assembly 4 is connected with the front end of the vehicle body 8 and the rear end of the vehicle body 8; for longitudinal and vertical positioning of the body 8 to fix the body; it will be appreciated that, after the position adjustment of the vehicle body 8 by the vehicle body positioning assembly 1, the vehicle body supporting assembly 2, the lateral adjustment assembly 3, and the vehicle body middle part clamping assembly 5, the vehicle body end part clamping assembly 4 connects the front end of the vehicle body 8 and the rear end of the vehicle body 8, and can define 4 degrees of freedom of the vehicle body 8, that is, restrict the displacement of the front and rear ends of the vehicle body 8 in the longitudinal direction (i.e., the front and rear direction of the vehicle body) and the vertical direction (i.e., the up and down direction of the vehicle body), thereby fixing the vehicle body 8.

The steering restraint assembly 6 is mounted on a steering gear and a steering tie rod of the vehicle and is used for fixing a hub of the vehicle. As can be appreciated, since the steering device of the vehicle affects the detection result due to the shaking of the hubs during trial production, test, manufacturing, maintenance, etc., the steering restraint assembly 6 mounted on the steering gear and tie rod 33 of the left and right front wheels of the vehicle is required to fix the hubs of the left and right front wheels of the vehicle.

The vehicle positioning and clamping device provided by the embodiment is used for longitudinally positioning the vehicle body 8 through the vehicle body positioning assembly 1; the vertical position, the roll angle, the pitch angle and the torsion angle of the vehicle body 8 are adjusted and fixed through the vehicle body support assembly 2, and the total of 4 degrees of freedom are formed; adjusting and limiting the left side wall lower spigot edge and the right side wall lower spigot edge of the vehicle body 8 through the lateral adjusting component 3, wherein the total number of degrees of freedom is 2, so that the lateral displacement of the vehicle body 8 is adjusted; limiting the longitudinal displacement and the vertical displacement of the front end and the rear end of the vehicle body 8 through the vehicle body end clamping assembly 4, wherein the total number of degrees of freedom is 4; the steering restraint assembly 6 reduces the influence of the random load input to the steering wheel on the vehicle load by fixing the left front steering system and the right front steering system of the vehicle in 2 degrees of freedom; the upper spigot edge of the side wall doorsill of the car body 8 (namely the upper spigot edge of the side wall doorsill of each of the left front door, the right front door, the left rear door and the right rear door) can be adjusted and fixed through the car body middle clamping component 5, and the total number of degrees of freedom is 4; in summary, the positioning and clamping device of the vehicle 16 degrees of freedom (including 6 degrees of freedom of the vehicle body space position) realizes accurate positioning of the vehicle and constraint of the space 6 degrees of freedom (namely, the vehicle body 8 of the vehicle is fixed), so that the requirements of high-precision positioning and quick clamping of the vehicle in production links (such as trial production, test, manufacturing and overhaul) are met; meanwhile, the vehicle positioning and clamping device has excellent clamping constraint performance, and can keep excellent reliability under severe working conditions of severe jolting for a long time; in addition, the vehicle positioning and clamping device adopts a modular design, can be quickly disassembled and reused, can meet the clamping and positioning requirements of different vehicle types (such as various sedans, SUVs, MPVs and the like), improves the clamping efficiency, and does not need to configure different types of clamps for different types of vehicle types, so that the processing period and the manufacturing cost of the vehicle positioning and clamping device are reduced.

In one embodiment, as shown in fig. 2 and 3, the body positioning assembly 1 comprises an attachment 11, a connecting piece 12, a weight line 13, and an angle gauge 14; the attachment piece 11 is mounted on the body 8 of the vehicle, the connecting piece 12 is connected to the attachment piece 11, and the weight line 13 and the angle gauge 14 are mounted on the connecting piece 12. As can be appreciated, since a weight (such as a plumb bob) is hung below the weight line 13, the weight line 13 is always kept perpendicular to the horizontal plane, and the spatial position of the vehicle (or the vehicle body 8) is adjusted in an auxiliary manner by the corresponding angle marks on the weight line 13 and the angle meter 14; specifically, the connecting piece 12 may be a compression rod with two ends synchronous shrinking function, the weight line 13 and the angle meter 14 are connected in the middle of the connecting piece 12, and the weight line 13 and the angle meter 14 are guaranteed to be always located at a midpoint position unchanged (after being installed on the vehicle body 8, the space positions of the weight line 13 and the angle meter 14 are always located at the midpoint position of the connecting piece 12 unchanged), and it is understood that the shape and the structure of the connecting piece 12 may be set according to the requirement, and only the function of locating the vehicle body 8 is needed.

In one embodiment, as shown in fig. 2, the connecting member 12 includes a primary connecting rod 121, a secondary connecting rod 122, and a positioning bolt 123; the primary connecting rod 121 is connected with the attachment piece 11, and the secondary connecting rod 122 is connected with the primary connecting rod 121; the positioning bolt 123 is mounted on the secondary connecting rod 122, and the weight line 13 is suspended on the positioning bolt 123. Preferably, the primary connecting rod 121 includes a first connecting rod 1211, a second connecting rod 1212, a third connecting rod 1213 and a fourth connecting rod 1214 having equal lengths, and the secondary connecting rod 122 includes a fifth connecting rod 1221 and a sixth connecting rod 1222 having equal lengths and each provided with a first through hole 1223 at a midpoint position; the fifth connecting rod 1221 length is twice the first connecting rod 1211 length; the fifth and

sixth connection rods

1221 and 1222 are rotatably connected by the positioning bolt 123 passing through the first through hole 1223; the attachment member 11 includes a first attachment member 111 and a second attachment member 112 each connected to the vehicle body 8; in a specific embodiment, the first attachment member 111 and the second attachment member 112 are magnetic mounting plates, and the magnetic mounting plates can be directly adsorbed on the vehicle body 8, so that the vehicle body positioning assembly 1 can be conveniently mounted on the vehicle, and can be conveniently taken and placed at any time, thereby improving the efficiency; the first attachment member 111 and the second attachment member 112 may also be other forms of structural members, such as the first attachment member 111 and the second attachment member 112 being connected to body positioning holes in the body 8.

One end of the first connecting rod 1211 is rotatably connected to the first attachment 111, and the other end of the first connecting rod 1211 is rotatably connected to the fifth connecting rod 1221; one end of the second connecting rod 1212 is rotatably connected to the first attachment 111, and the other end of the second connecting rod 1212 is rotatably connected to the sixth connecting rod 1222; one end of the third connecting rod 1213 is rotatably connected to the second attachment member 112, and the other end of the third connecting rod 1213 is rotatably connected to one end of the sixth connecting rod 1222 remote from the first connecting rod 1211; one end of the fourth connecting rod 1214 is rotatably connected to the second attachment member 112, and the other end of the fourth connecting rod 1214 is rotatably connected to one end of the fifth connecting rod 1221 remote from the second connecting rod 1212. As can be appreciated, the goniometer connecting rod 142, the second connecting rod 1212 and the sixth connecting rod 1222 are hinged by pins, the goniometer connecting rod 142, the fourth connecting rod 1214 and the fifth connecting rod 1221 are also hinged by pins, and when the second connecting rod 1212 and the fourth connecting rod 1214 rotate, the goniometer connecting rod 142 can slide on the pins through the sliding groove 1421 so as to keep the midpoint position of the connection member 12 of the goniometer body 141 unchanged all the time; the angle gauge body 141 is engraved with an angle gauge, and a 0 degree line of the angle gauge is arranged in the middle, so as to mark the deflection angle of the weight line 13 to position the lateral angle of the vehicle body.

Specifically, two vehicle body positioning assemblies 1 are arranged on the vehicle body, one vehicle body positioning assembly 1 is mounted on a front longitudinal beam of the vehicle body 8, and the other vehicle body positioning assembly 1 is mounted on a rear anti-collision beam of the vehicle body 8; the positioning of lateral displacement is carried out on the vehicle body 8 when the projection of the weight line 13 (comprising the weight line 13 arranged on the rear anti-collision beam of the vehicle body 8) on the horizontal plane is a point through the adjustment of the position of the vehicle body 8; by adjusting the positions of the vehicle body 8, when the heavy hammer line 13 arranged on the front longitudinal beam of the vehicle body 8 and the heavy hammer line 13 arranged on the rear anti-collision beam of the vehicle body 8 are parallel to the longitudinal axis of the vehicle body, the vehicle body 8 is positioned in a longitudinal corner; when the vehicle body positioning assembly 1 is mounted on the symmetrical structure of the vehicle body 8, the vehicle body 8 is positioned in a longitudinal displacement manner.

In the embodiment, the vehicle body positioning assembly 1 adopts a modularized design, so that the manufacturing cost is reduced, and the later maintenance treatment is facilitated; in addition, the vehicle body positioning assembly 1 is applicable to different types of vehicle models.

In one embodiment, as shown in fig. 2, the goniometer 14 includes a goniometer body 141 and a goniometer connecting rod 142 provided with a chute 1421; the angle meter body 141 is disposed at a midpoint of the angle meter connecting rod 142, one end of the angle meter connecting rod 142 is slidably connected to one end of the second connecting rod 1212 far away from the first attachment member 111, and the other end of the angle meter connecting rod 142 is slidably connected to one end of the fourth connecting rod 1214 far away from the second attachment member 112; the distance between the goniometer body 141 and the first attachment 111 is equal to the distance between the goniometer body 141 and the first attachment 111. As can be appreciated, the angle gauge 14 connects the second connecting rod 1212 and the fourth connecting rod 1214 by a pin penetrating the sliding slot 1421, and when the second connecting rod 1212 and the fourth connecting rod 1214 rotate, the position of the angle gauge body 141 is kept unchanged at the midpoint position of the connecting member 12, so as to achieve the effect of accurate positioning.

In one embodiment, as shown in fig. 3 and 4, the positioning bolt 123 includes a nut 1231, a positioning pin 1232, a pressing block 1233, and a bolt body 1234; the bolt body 1234 includes a bolt head 12341 and a threaded post 12342 that connects the bolt head 12341; the end of the threaded post 12342 away from the bolt head 12341 is provided with a first threaded hole 123421; the nut 1231 is attached to the threaded post 12342 at an end thereof remote from the bolt head 12341; the positioning pin 1232 is connected to the threaded post 12342 through the first threaded hole 123421; the compression block 1233 is connected (screwed, threaded, etc.) at an end of the locating pin 1232 remote from the bolt head 12341;

the surface of the pressing block 1233, which is close to the positioning pin 1232, is provided with a weight wire groove 12331, a threaded through hole 12332 and a fan-shaped groove 12333, the axis of the threaded through hole 12332 is perpendicular to the axis of the weight wire groove 12331, and the threaded through hole 12332 is communicated with the weight wire groove 12331; the intersection point of the extension lines of the two straight sides of the fan-shaped groove 12333 is positioned on the axis of the heavy hammer wire groove 12331; the weight line groove 12321 is disposed perpendicular to a horizontal plane (i.e., the weight line groove 12331 is perpendicular to a horizontal plane after the pressing block 1233 is attached to the positioning pin 1232); the weight line 13 passing through the fan-shaped groove 12333 and the weight line groove 12331 is fixed to the positioning pin 1232 by a screw (not shown) passing through the screw-threaded through-hole 12332. It will be appreciated that when the body 8 is offset, the weight line 13 swings in the roll direction within the scallop 12333, so as not to correspond to the 0 scale mark of the angle gauge on the goniometer body 141, and the position of the body 8 can be adjusted in an assisted manner until the weight line 13 is aligned with the 0 scale mark on the goniometer body 141.

In one embodiment, as shown in fig. 5, the body support assembly 2 includes a base 21, a height fine adjustment assembly 22, a support bar 23, a cross beam 24, and a height coarse adjustment assembly 25; one end of the supporting rod 23 is connected with the base 21 through the height fine adjustment assembly 22; the other end of the supporting rod 23 is connected with the cross beam 24; the height coarse adjustment assembly 25 is connected to an end of the cross beam 24 remote from the support bar 23. It should be understood that the number of the supporting rods 23, the base 21, and the height fine adjustment assembly 22 may be set according to requirements, for example, four supporting rods 23 are all provided, and form a rectangular bracket, and the cross beam 24(s) is/are provided at the upper end of the supporting rods 23 for supporting the vehicle; preferably, a reinforcing plate is connected between each two adjacent support rods 23 for reinforcing the strength of the body support assembly 2.

Specifically, in one embodiment, the vehicle body positioning assembly 1 may be first mounted on the cross member 24 (i.e., on the front and rear cross members 24 corresponding to the front and rear ends of the vehicle body, and on the left and right cross members 24 corresponding to the left and right ends of the vehicle body), the vehicle body support assembly 2 may be positioned and adjusted by the vehicle body positioning assembly 1, and then the height of the support rod 23 may be adjusted by the height rough adjustment assembly 25; the vehicle is then mounted on the body support assembly 2, the body positioning assembly 1 is attached to the vehicle (the front and rear ends of the vehicle body 8 are each connected to one of the body positioning assemblies 1), and finally the position of the vehicle is adjusted to a predetermined position by the height fine adjustment assembly 22. It will be appreciated that when all of the height fine adjustment assemblies 22 are adjusted simultaneously, the displacement of the vehicle in the vertical direction may be adjusted; when the height fine adjustment assembly 22 on the left side is adjusted synchronously or the height fine adjustment assembly 22 on the right side is adjusted synchronously but the left and right are not synchronized, then the vehicle can adjust the roll angle (i.e., the rotation angle in the left and right direction of the vehicle body 8, i.e., the longitudinal angle); when the front coarse height adjustment assembly 25 is not synchronously adjusted (such that the left and right sides of the front portion form a yaw angle, such as left and right low) and the rear coarse height adjustment assembly 25 is not synchronously adjusted (such that the left and right sides of the rear portion form a yaw angle opposite to the rotation direction of the front portion, such as right and left low), the fine height adjustment assembly 22 can adjust the torsion angle of the vehicle body 8 formed by the asynchronous adjustment of the coarse height adjustment assembly 25; it should be noted that: the pitching angle of the vehicle body 8 can be adjusted through the height fine adjustment assembly 22; when the side-tipping angle of the car body is regulated, the car body positioning component 1 is used for positioning (the heavy hammer line 13 coincides with the 0 degree scale line of the angle ruler on the angle meter 14).

In one embodiment, as shown in fig. 5, the height fine adjustment assembly 22 is a screw 221 including a first threaded section 2211 and a second threaded section 2212; the threads of the first thread segment 2211 and the second thread segment 2212 are in opposite directions; one end of the screw rod 221 is connected to the base 21 through the first threaded section 2211, and the other end of the screw rod 221 is connected to the support rod 23 through the second threaded section 2212. It can be understood that the base 21 is fixedly connected with the ground, and the height fine adjustment assembly 22 may be components such as a pneumatic rod and a hydraulic rod for fine adjustment of the height of the support rod 23; because the screw threads of the first thread segment 2211 and the second thread segment 2212 of the screw rod 221 have opposite screw directions, when the screw rod 221 is rotated, the vertical displacement of the vehicle body 8 can be adjusted, the manufacturing cost of the vehicle body positioning group is reduced due to the design of the screw rod 221, and meanwhile, the operation is simple and the safety coefficient is high.

In one embodiment, as shown in fig. 6, the lateral adjustment assembly 3 includes a guide rail 31, a slider 32, a pull rod 33, and a turntable 34; the guide rail 31 and the turntable 34 are mounted (welded, screwed, etc.) on the cross beam 24; the sliding block 32 is slidably connected with the guide rail 31 through the height coarse adjustment assembly 25; specifically, the sliding block 32 is fixedly connected to the coarse height adjustment assembly 25, and the coarse height adjustment assembly 25 is slidably connected to the guide rail 31, so that the sliding connection between the sliding block 32 and the guide rail 31 is realized; the pull rods 33 are arranged in parallel with the guide rail 31 (so that the pull rods 33 pull the sliding blocks 32 along the direction of the guide rail 31), one ends of the pull rods 33 are connected to the sliding blocks 32, the other ends of the pull rods 33 are rotatably connected to preset eccentric positions of the rotating disc 34 (the preset eccentric positions can be set according to requirements, if 2 pull rods 33 are connected to two sides of the rotating shaft of the rotating disc 34 as shown in fig. 6, the rotating disc 34 can enable the two sliding blocks 32 to move reversely, and if 2 pull rods 33 shown in fig. 6 are connected to the same side of the rotating shaft of the rotating disc 34, the rotating disc 34 can enable the 2 sliding blocks 32 to move in the same direction); when the turntable rotates, the pull rod 33 drives the slider 32 and the coarse height adjustment assembly 25 to slide along the guide rail 31. It can be appreciated that the pull rod 33 is connected to the eccentric position of the turntable 34, the turntable 34 is rotated to pull the slider 32 to translate, the guide rail 31 can be divided into multiple types according to the vehicle bodies with different heights, the vertical position of the vehicle body 8 can be further adjusted by using the guide rails 31 with different types, and the slider 32 has a strip-shaped structure for adjusting the positions of the left side wall lower spigot edge and the right side wall lower spigot edge at the bottom of the vehicle body 8. Specifically, when the turntable 34 is rotated, 2 sliders 32 can be moved closer to or farther from the turntable 34, so as to adapt to different sizes of the vehicle body 8; when the height of the guide rail 31 is changed, the height of the pull rod 33 at the slider 32 end is also changed, and the height of the pull rod 33 on the turntable 34 (specifically, the height of a stud connecting the pull rod 33 and the turntable 34 is changed) is adjusted so that the heights of the pull rod 33 at the slider 32 end and the turntable 34 end are the same.

It will be appreciated that the lateral adjustment assembly 3 is a pair of slider-crank mechanisms (the turntable 34 is a crank of a slider-crank mechanism, in which case the pull rod 33 is a connecting rod of the slider-crank mechanism, and the slider 32 is a slider of the slider-crank mechanism); the lateral adjustment assembly 3 can be suitable for adjustment of different types of vehicle types, and is simple and convenient to operate and low in cost.

In one embodiment, as shown in fig. 5 and 7, the height coarse adjustment assembly 25 includes a fixed plate 251, a fixed ladder rack 252, a movable ladder rack 253, and a fixture 254; the fixed trapezoid rack 252 is provided with a first inclined rack opposite to the movable trapezoid rack 253; the movable trapezoid rack 253 is provided with a second bevel rack meshed with the first bevel rack; it will be appreciated that the fixed 252 and movable 253 trapezoidal racks meet meshing conditions, including the first beveled rack having the same slope as the second beveled rack.

The fixed plate 251 is fixedly connected and installed on the fixed trapezoid rack 252, and the sliding block 32 is welded on the fixed plate 251; the movable trapezoid rack 253 is in sliding connection with the guide rail 31; the fixing member 254 is used for fixing the engagement position of the movable trapezoidal rack 253 and the fixed trapezoidal rack 252. Specifically, the height of the fixed plate 251 can be adjusted by changing the position of the movable ladder rack 253 relative to the fixed ladder rack 252, the movable ladder rack 253 and the fixed ladder rack 252 are arranged in pairs, and the number of the movable ladder rack 253 and the fixed ladder rack 252 is set according to the requirement, for example, set to 12 pairs; preferably, the fixing member 254 is a screw capable of fixing the relative position of the movable ladder rack 253 on the fixed ladder rack 252; it should be understood that, in the present invention, the shape and the structure of the height coarse adjustment assembly 25 may be set according to the requirement, and are not limited to the fixed trapezoidal rack 252 and the movable trapezoidal rack 253 shown in fig. 7, as long as coarse adjustment can be performed on the height of the cross beam 24 of the vehicle body support assembly 2, for example, the height coarse adjustment assembly 25 may be a pneumatic rod, a hydraulic rod, or the like. The height coarse adjustment assembly 25 in this embodiment is simple in construction and inexpensive in cost, further reducing the cost of the body support assembly 2.

In one embodiment, as shown in fig. 5 and 7, the coarse height adjustment assembly 25 further includes a scale 26 mounted on the cross beam 24 for marking the distance the slider 32 and/or the movable ladder rack 253 moves. It will be appreciated that the scale 26 may be a scale 26 engraved on the cross member 24, and the scale 26 may also be a scale 26 fixedly (welded, snap-fit, etc.) attached to the cross member 24, the scale 26 being configured to mark the distance the slider 32 moves and/or the movable ladder rack 253 moves, thereby ensuring the accuracy of the lower left and right side body seam allowance sides of the vehicle mounted on the slider 32.

Preferably, a hexagonal prism section is disposed at the lower end of the turntable 34, the turntable 34 is rotationally connected with the beam 24, and the turntable 34 can be rotated by rotating the hexagonal prism section with a wrench. It will be appreciated that the hexagonal prism sections may also be other cylindrical shapes.

In one embodiment, as shown in fig. 1 and 8, the body end clamp assembly 4 includes a column 41, a beam welding assembly 42, a clamp end connection plate 43, and a body end connection plate 44; the beam welding assembly 42 is mounted (screwed, etc.) on the upright 41; the clamp end connection plate 43 is connected between the body end connection plate 44 and the cross member 24 welding assembly, and the body end connection plate 44 is connected (screw connection, bolt connection, etc.) to the body 8. As will be appreciated, the clamp end connection plates 43 and the body end connection plates 44 are connected in pairs to the cross beam welding assembly 42, the body end clamping assemblies 4 are respectively disposed at the front and rear ends of the vehicle body 8, specifically, the body end clamping assemblies 4 at the front end of the vehicle body 8 are respectively mounted on a bumper beam or the like at the front end of the vehicle body 8, the body end clamping assemblies 4 at the rear end of the vehicle body 8 are mounted on the trunk inner wall at the rear of the vehicle body 8, and the body end clamping assemblies 4 at the front and rear ends are engaged, thereby restricting displacement of the front and rear ends of the vehicle body 8 in the longitudinal direction (i.e., the front and rear direction of the vehicle body) and displacement in the vertical direction (i.e., the up and down direction of the vehicle body).

In one embodiment, as shown in fig. 8, the beam welding assembly 42 is provided with a first long groove 421 parallel to the horizontal plane, and the fixture end connecting plate 43 is slidably connected to the beam welding assembly 42 through the first long groove 421; it will be appreciated that by varying the locations of the clamp end connection plates 43 and the body end connection plates 44 on the beam welding assembly 42, different types of vehicle bodies 8 (principally embodied in different widths of the vehicle body 8) may be accommodated for clamping work.

Preferably, a second elongated slot 411 perpendicular to the horizontal plane is provided on the upright 41, and the beam welding assembly 42 is slidably connected to the upright 41 through the second elongated slot 411. It will be appreciated that by virtue of the mounting position of the beam welding assembly 42 on the upright 41, clamping operations of different types of vehicle bodies 8 (principally embodied in different heights of the vehicle bodies 8) may be satisfied.

In one embodiment, as shown in fig. 6, 9 and 10, the mid-body clamp assembly 5 includes a first fastening bolt 51 and a lateral compression block 52; the sliding block 32 is provided with a positioning groove 321, and the positioning groove 321 comprises a first groove edge 322 and a second groove edge 323 which are opposite and parallel to each other; as can be appreciated, by the rotation of the turntable 34, the bottom of the positioning groove 321 on the slider 32 will abut against the left side lower spigot edge and the right side lower spigot edge of the lower portion of the vehicle body 8; the first slot edge 322 is provided with a positioning hole 3221, and the lateral compression block 52 is connected to the first slot edge 322 through the first fastening bolt 51 passing through the positioning hole 3221; and the lateral pressing block 52 is located in the positioning groove 321 and is parallel to the second groove edge 323. As can be appreciated, by turning the first fastening bolt 51, the left side lower edge or the right side lower edge of the vehicle body 8 can be engaged between the lateral pressing block 52 of the positioning groove 321 and the second groove 323, thereby fixing the left and right side lower edges of the vehicle body 8 and further fastening the position of the vehicle.

In one embodiment, as shown in fig. 9 and 10, the mid-body clamping assembly 5 further includes a support plate 53, a hold-down plate 54, a second fastening bolt 55, and a door sill hold-down block 56 having a first groove 561 formed therein; the first groove 561 is located above the positioning groove 321; it may be appreciated that the first groove 561 is configured to be engaged with an upper spigot edge of the side sill of the vehicle body 8 (including a left front, a right front, a left rear, and a right rear edge of the upper spigot edge of the side sill of the vehicle body 8), so as to fix the side sill of the vehicle body 8, and enhance reliability of production links (such as trial production, test, manufacturing, and maintenance, etc.) under severe working conditions of long-term jolt.

The supporting plate 53 comprises a riser 531 and a transverse plate 532 provided with a second groove 5321, the sliding block 32 is installed in the second groove 5321, a second threaded hole 5322 opposite to the sliding block 32 is arranged on the transverse plate 532, and a plurality of groups of installation holes (not shown) are arranged on the riser 531; the second fastening bolt 55 is abutted against the slider 32 through the second screw hole 5322; as will be appreciated, the mid-body clamp assembly 5 is slidable on the slider 32 to adjust the position of the body side sill seam allowance edge (the body 8 side sill lower seam allowance edge and side sill upper seam allowance edge); the slider 32 can be abutted against the left side lower spigot outer plate and the right side spigot outer plate of the lower portion of the vehicle body 8 by tightening the second fastening bolt 55;

The compression plate 54 is connected to the riser 531 through the mounting hole; the rocker hold down 56 is slidably connected to the hold down plate 54. It will be appreciated that the hold-down plate 54 may be engaged with different ones of the mounting holes to vary the height (i.e., vertical height) of the rocker hold-down blocks 56; meanwhile, the car body threshold pressing block 56 can be connected to different positions on the pressing plate 54 by sliding, so that the installation position of the car body threshold pressing block 56 in the left-right direction of the car body 8 is changed; therefore, the clamping assembly 5 in the middle of the vehicle body can be suitable for clamping different types of vehicle models, and the manufacturing cost is reduced.

In one embodiment, as shown in fig. 11, the steering restraint assembly 6 includes an outer press block 61, an inner press block 62, a screw 63, and a press block nut 64; the inner pressing block 62 is provided with a second through hole 624; the inner pressure piece 62 is connected to the steering gear housing of the vehicle, and the outer pressure piece 61 is connected to the steering tie rod of the vehicle; the screw 63 is fixedly connected (welded or the like) to the outer press block 61 after passing through the second through hole 624 and the press block nut 64. As can be appreciated, the press block nut 64 is mounted on the screw 63 between the outer press block 61 and the inner press block 62, and the steering system of the vehicle can be fixed by the steering restraint assembly 6, so that the steering device of the vehicle is prevented from influencing the result due to the shaking of the hub during trial production, test, manufacturing and maintenance, etc.; further, the distance between the outer pressing block 61 and the inner pressing block 62 can be changed and fixed by rotating the pressing block nut 64 mounted on the screw 63, so that lateral tension is provided to the steering restraint assembly 6, and accuracy of results of trial production, test, manufacturing, overhaul and the like of the vehicle is improved.

In one embodiment, as shown in fig. 11, the outer pressing block 61 includes a first outer semicircular ring 612 and a second outer semicircular ring 613, and the first outer semicircular ring 612 and the second outer semicircular ring 613 are connected by a first screw 611; the inner pressing block 62 includes a first inner semicircular ring 622 and a second inner semicircular ring 623, which are connected by a second screw 621. As will be appreciated, the first outer half-ring 612 and the second outer half-ring 613 are screwed together and fasten the steering gear housing within the ring, and the first inner half-ring 622 and the second inner half-ring 623 are screwed together and fasten the tie rod 33 within the ring, thereby achieving the fixation of the vehicle steering device; the steering restraint assembly 6 adopts a modularized design, is convenient to install, can realize the function of rapid clamping, and has low manufacturing cost and convenient maintenance.

In one embodiment, as shown in fig. 1, the vehicle positioning and clamping device further comprises a load applying assembly 7 mounted on the vehicle for applying a load to the vehicle; it will be appreciated that the load applying assembly 7 may apply load to the hub of the vehicle, load at the tyre, multiaxial coupled loading, load at the engine mounting point, etc.; the load applying assembly 7 is mounted on a corresponding portion of the vehicle (such as a hub, a tire, a shaft, an engine, etc. of the vehicle) and is used for applying a load to the vehicle; in an embodiment, the load applying component 7 is a hub load applying component for applying a rotational load to the hubs of the vehicle, and the movement of the hub load applying components mounted on the four hubs of the vehicle is controlled by a parameter control calculator or the like, so that the condition that the vehicle runs on an actual road is simulated, and the testing accuracy of the vehicle is improved.

In one embodiment, the vehicle positioning and clamping device further comprises a signal monitoring component (not shown) for monitoring movement information (displacement, stress, acceleration, etc.) of the vehicle. Specifically, the signal monitoring assembly includes load signal sensors or the like mounted on shock absorbing springs above four wheels of the vehicle; it will be appreciated that the signal monitoring assembly may also be used to monitor movement information of the vehicle, the body positioning assembly 1, the body support assembly 2, the lateral adjustment assembly 3, the body end clamp assembly 4, the body mid clamp assembly 5 and the steering restraint assembly 6; the signal monitoring component comprises a position signal sensor, a load parameter control calculator and other components; in particular, the signal monitoring assembly may also include a displacement sensor or the like mounted on the height fine adjustment assembly 22. According to the invention, accurate reproduction and monitoring of the actual loaded condition of the vehicle part are realized through means of clamping system parameter control, data monitoring of the important position of the sample to be tested and the like, so that the manufacturing or testing precision of the vehicle in the links (such as trial production, test, manufacturing and overhaul and the like) of production is improved.

The foregoing description of the preferred embodiment of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.

Claims

1. The vehicle positioning and clamping device is characterized by comprising a vehicle body positioning assembly, a vehicle body supporting assembly, a lateral adjusting assembly, a vehicle body end clamping assembly, a vehicle body middle clamping assembly and a steering constraint assembly;

the vehicle body positioning assembly is arranged on the vehicle body of the vehicle and is used for positioning lateral displacement, longitudinal displacement and vertical rotation angle of the vehicle;

the steering restraint assembly is arranged on a steering gear and a steering pull rod of the vehicle and used for fixing a hub of the vehicle;

the steering constraint assembly comprises an outer pressing block, an inner pressing block, a screw rod and a pressing block nut; the inner side pressing block is provided with a second through hole; the inner pressing block is connected to a steering gear shell of the vehicle, and the outer pressing block is connected to a steering pull rod of the vehicle; the screw rod passes through the second through hole and is fixedly connected with the outer pressing block after passing through the pressing block nut.

2. The vehicle locating clamp of claim 1, wherein said body locating assembly includes an attachment member, a connector member, a weight line, an angle gauge; the attachment piece is arranged on the body of the vehicle, the connecting piece is connected with the attachment piece, and the heavy hammer line and the angle meter are arranged on the connecting piece.

3. The vehicle positioning and clamping device according to claim 2, wherein the connecting member includes a primary connecting rod, a secondary connecting rod, and a positioning bolt; the primary connecting rod is connected with the attachment piece, and the secondary connecting rod is connected with the primary connecting rod; the positioning bolt is arranged on the secondary connecting rod, and the heavy hammer line is hung on the positioning bolt.

4. The vehicle positioning and clamping device according to claim 3, wherein the primary connecting rod comprises a first connecting rod, a second connecting rod, a third connecting rod and a fourth connecting rod which are equal in length, and the secondary connecting rod comprises a fifth connecting rod and a sixth connecting rod which are equal in length and are provided with first through holes at midpoint positions; the length of the fifth connecting rod is twice that of the first connecting rod; the fifth connecting rod and the sixth connecting rod are rotationally connected through the positioning bolt penetrating through the first through hole; the attachment member includes a first attachment member and a second attachment member both connected to the vehicle body;

one end of the first connecting rod is rotationally connected to the first attaching piece, and the other end of the first connecting rod is rotationally connected with the fifth connecting rod; one end of the second connecting rod is rotationally connected to the first attaching piece, and the other end of the second connecting rod is rotationally connected with the sixth connecting rod; one end of the third connecting rod is rotationally connected to the second attachment piece, and the other end of the third connecting rod is rotationally connected with one end, far away from the first connecting rod, of the sixth connecting rod; one end of the fourth connecting rod is rotationally connected to the second attachment piece, and the other end of the fourth connecting rod is rotationally connected with one end, far away from the second connecting rod, of the fifth connecting rod.

5. The vehicle positioning and clamping device according to claim 4, wherein the angle gauge comprises an angle gauge body and an angle gauge connecting rod provided with a chute; the angle meter body is arranged at the midpoint of the angle meter connecting rod, one end of the angle meter connecting rod is connected with one end of the second connecting rod far away from the first attaching piece in a sliding manner, and the other end of the angle meter connecting rod is connected with one end of the fourth connecting rod far away from the second attaching piece in a sliding manner; the distance between the angle meter body and the first attachment is equal to the distance between the angle meter body and the second attachment.

6. The vehicle positioning and clamping device according to claim 4, wherein the positioning bolt comprises a nut, a positioning pin, a compression block, and a bolt body; the bolt body comprises a bolt head and a threaded column connected with the bolt head; one end of the threaded column, which is far away from the bolt head, is provided with a first threaded hole; the nut is connected to one end of the threaded column far away from the bolt head; the locating pin is connected to the threaded column through the first threaded hole; the compression block is connected to one end of the positioning pin, which is far away from the bolt head;

7. The vehicle positioning and clamping device of claim 1, wherein the body support assembly comprises a base, a fine height adjustment assembly, a support bar, a cross beam, and a coarse height adjustment assembly; one end of the supporting rod is connected with the base through the height fine adjustment assembly; the other end of the supporting rod is connected with the cross beam; the height coarse adjustment assembly is connected to one end of the cross beam, which is far away from the supporting rod.

8. The vehicle locating clamp of claim 7, wherein said height fine adjustment assembly is a screw comprising a first threaded section and a second threaded section; the threads of the first thread section and the second thread section are opposite in rotation direction; one end of the screw rod is connected with the base through the first threaded section, and the other end of the screw rod is connected with the supporting rod through the second threaded section.

9. The vehicle locating clamp of claim 7, wherein said lateral adjustment assembly includes a rail, a slider, a tie rod, and a turntable; the guide rail and the turntable are arranged on the cross beam; the sliding block is in sliding connection with the guide rail through the height coarse adjustment assembly; the pull rod is arranged in parallel with the guide rail, one end of the pull rod is connected to the sliding block, and the other end of the pull rod is rotatably connected to a preset eccentric position of the turntable; when the turntable rotates, the pull rod drives the sliding block and the height coarse adjustment assembly to slide along the guide rail.

10. The vehicle positioning and clamping device of claim 9, wherein the coarse height adjustment assembly comprises a fixed plate, a fixed trapezoidal rack, a movable trapezoidal rack, and a fixture; the fixed trapezoid rack is provided with a first inclined rack which is opposite to the movable trapezoid rack; the movable trapezoid rack is provided with a second bevel rack meshed with the first bevel rack;

the fixed plate is fixedly connected and installed on the fixed trapezoid rack, and the sliding block is installed on the fixed plate; the movable trapezoid rack is connected with the guide rail in a sliding way; the fixing piece is used for fixing the meshing position of the movable trapezoidal rack and the fixed trapezoidal rack.

11. The vehicle locating clamp of claim 1, wherein said body end clamp assembly includes a post, a beam welding assembly, a clamp end web, and a body end web; the beam welding assembly is arranged on the upright post; the clamp end connecting plate is connected between the vehicle body end connecting plate and the beam welding assembly, and the vehicle body end connecting plate is connected with the vehicle body;

12. The vehicle locating clamp of claim 9, wherein said mid-body clamp assembly includes a first fastening bolt and a lateral compression block; the sliding block is provided with a positioning groove, and the positioning groove comprises a first groove edge and a second groove edge which are opposite and arranged in parallel; the lateral compression block is connected to the first groove edge through the first fastening bolt penetrating through the positioning hole; and the lateral compression block is positioned in the positioning groove and is arranged in parallel with the second groove side.

13. The vehicle positioning and clamping device according to claim 12, wherein the mid-body clamping assembly further comprises a support plate, a hold-down plate, a second fastening bolt, and a door sill hold-down block having a first recess; the first groove is positioned above the positioning groove;

14. The vehicle positioning and clamping device according to claim 1, wherein the outer press block includes a first outer semicircle and a second outer semicircle, the first outer semicircle and the second outer semicircle being connected by a first screw; the inner pressing block comprises a first inner semicircular ring and a second inner semicircular ring, and the first inner semicircular ring is connected with the second inner semicircular ring through a second screw.