WO2020108533A1 - 纵臂总成 - Google Patents

纵臂总成 Download PDF

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Publication number
WO2020108533A1
WO2020108533A1 PCT/CN2019/121285 CN2019121285W WO2020108533A1 WO 2020108533 A1 WO2020108533 A1 WO 2020108533A1 CN 2019121285 W CN2019121285 W CN 2019121285W WO 2020108533 A1 WO2020108533 A1 WO 2020108533A1
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WO
WIPO (PCT)
Prior art keywords
bracket
hub
mounting portion
longitudinal arm
hole
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2019/121285
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English (en)
French (fr)
Inventor
冯世东
马晶晶
孙玉
徐波
张英富
牛海超
闫勇
封佳伟
赵晓坤
夏超
王金珠
郭君昌
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Great Wall Motor Co Ltd
Original Assignee
Great Wall Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Great Wall Motor Co Ltd filed Critical Great Wall Motor Co Ltd
Publication of WO2020108533A1 publication Critical patent/WO2020108533A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof

Definitions

  • the invention relates to the technical field of automobile suspension, in particular to a longitudinal arm assembly.
  • the longitudinal arm arrangement in the independent suspension mainly includes two types: the longitudinal arm is connected to the knuckle, and the longitudinal arm is welded to the hub bracket.
  • the longitudinal arm is connected to the knuckle
  • the longitudinal arm is welded to the hub bracket.
  • the knuckle cost and weight increase significantly, the overall strength and rigidity of the longitudinal arm are weak, and it is difficult to provide installation positions for components such as coil springs, shock absorbers, and stabilizer bar connecting rods.
  • the longitudinal arm and the hub bracket For the welding method of the longitudinal arm and the hub bracket, its no knuckle can reduce part of the weight, but due to the need to increase the bearing installation support and the need to bolt the shock absorber bracket, it will also increase the weight and cost of the assembly.
  • the longitudinal arm also needs to be welded with the bushing connecting plate, which increases the difficulty of the process.
  • the longitudinal arm is only connected with the body through a single bolt, which also reduces the reliability of the vehicle under special working conditions such as pits.
  • the present invention aims to propose a longitudinal arm assembly, which can solve a shortcoming in the prior art.
  • a longitudinal arm assembly including:
  • the hub bracket unit is fixedly connected to one end of the longitudinal arm body, and at least an upper control arm mounting portion, a lower control arm mounting portion, a shock absorber mounting portion, and a stabilizer bar connecting rod mounting portion are configured on the hub bracket unit And the hub bearing mounting part and brake caliper mounting part;
  • a body connection unit is fixed to the other end of the longitudinal arm body with a bushing relative to the hub bracket unit, the body connection unit may constitute a connection between the longitudinal arm body and the body, and the body connection The unit is configured to constitute adjustment of the connection position of the longitudinal arm body on the vehicle body;
  • the spring support is fixedly connected to one side of the longitudinal arm body between the hub bracket unit and the vehicle body connection unit.
  • the longitudinal arm body is formed by enclosing a longitudinal arm body with a bent section and a sealing plate, and at least one of a reinforcing rib and a weight-reducing hole is configured on the longitudinal arm body.
  • the hub bracket unit includes a first hub bracket and a second hub bracket that are fixedly connected, and a brake caliper connection plate that is fixed to one side of the first hub bracket, the longitudinal arm body and the The second hub bracket is fixedly connected; the upper control arm mounting portion is provided on the first hub bracket and the second hub bracket, the lower control arm mounting portion and the shock absorber mounting portion are provided on the On the first hub bracket, the stabilizer bar connecting rod mounting portion is provided on the second hub bracket, and the hub bearing mounting portion and the brake caliper mounting portion are provided on the brake caliper connecting plate.
  • a flange structure is formed on the first hub bracket, the shock absorber mounting portion is located at the flange structure; and the upper control arm mounting portion, the lower control arm mounting portion, and all The stabilizer bar connecting rod mounting portion and the shock absorber mounting portion are both configured as mounting hole structures.
  • a reinforcing bracket is provided between the flanging structure and the body of the first hub bracket.
  • a four-wheel parameter adjustment limit block is provided corresponding to the position of the lower control arm mounting portion.
  • the hub bearing mounting portion is a transparent hub bearing mounting hole formed on the brake caliper connection plate, and a plurality of connecting holes are provided around the edge of the hub bearing mounting hole; and the brake The caliper connecting plate has a protrusion extending outside the first hub bracket, and the brake caliper mounting portion is a brake caliper mounting hole configured on the protrusion.
  • a drain groove is formed on the inner wall of the hub bearing mounting hole, and a drain hole is formed on at least one of the first hub bracket and the second hub bracket.
  • the body connection unit includes:
  • a bushing bracket is connected to the longitudinal arm body through the bushing, and a plurality of elongated through holes are formed on the bushing bracket, and each of the through holes is arranged in parallel;
  • the toe angle adjustment component is provided at one of the through holes.
  • the toe angle adjustment component can form a fixed connection between the bush bracket and the vehicle body due to its own tightening, and When the toe-angle adjustment component and the fastening components are loosened, the toe-angle adjustment component receives external torque, which may constitute the adjustment of the connection position of the bush bracket on the vehicle body;
  • the fastening components are respectively provided at the other through holes, and each fastening component is configured to form a fixed connection between the bush bracket and the vehicle body when it is screwed on itself.
  • the toe angle adjustment component includes:
  • the fitting piece is fixed on the bush bracket and is located at the through-hole position where the toe-angle adjusting component is located.
  • the same elongated fitting hole is formed on the fitting piece.
  • the matching hole is aligned with the through hole at the position, and a locking slot is formed on the matching member, and the matching hole is located in the locking slot;
  • a connecting piece is provided with the matching hole and the through hole aligned with the matching hole, and one end of the connecting piece is fixedly connected with the vehicle body;
  • An adjusting member is sleeved on the connecting member, and the adjusting member has a circular base body embedded in the clamping slot, and is fixed on the base body and arranged eccentrically with respect to the base body Of the cylinder, the side wall of the base body may constitute contact with the inner wall of the clamping slot, and a bearing surface carrying the external torque is formed on the cylinder;
  • the fixing member is connected to the other end of the connecting member with respect to one end fixed to the vehicle body, and the fixing member can be screwed on the connecting member to press against the adjusting member to constitute the The fixed connection between the bush bracket and the vehicle body.
  • the present invention has the following advantages:
  • the longitudinal arm assembly of the present invention by providing a hub bracket unit, integrating each mounting portion on the hub bracket unit, and setting a spring support, can not only provide installation positions for components such as coil springs, shock absorbers, stabilizer bar connecting rods, etc. , And also makes the assembly structure simple, low weight, and has better practicability.
  • the trailing arm body is formed by enclosing the trailing arm body and the sealing plate, which can improve the structural strength and rigidity of the trailing arm.
  • the hub bracket unit is composed of two hub brackets and brake caliper connecting plates. The structure is simple, which is beneficial to molding and can ensure the structural strength of the unit. If the shock absorber mounting part is located on the flanging structure, the shock absorber bracket can be omitted. The installation of reinforced brackets can ensure the reliability of shock absorber installation.
  • the four-wheel parameter adjustment limit block is provided to facilitate the adjustment of the camber angle.
  • the connection holes on the connecting plate of the brake caliper can save the bearing installation support, and the drainage groove and the drainage hole are provided, which help to enhance the anti-corrosion performance and improve the service life.
  • the toe angle can be applied by applying torque to the toe angle adjustment component. Adjustment, and because it is adjusted by applying external torque, on the one hand, it is easy to operate, on the other hand, compared with the existing manual push-pull method, it can also facilitate the control of the adjustment force, and can ensure the toe angle adjustment accuracy.
  • FIG. 1 is a schematic structural diagram of a longitudinal arm assembly according to an embodiment of the present invention.
  • FIG. 2 is a schematic structural view of the longitudinal arm assembly according to an embodiment of the present invention from another perspective;
  • FIG. 3 is a schematic structural diagram of a longitudinal arm body according to an embodiment of the present invention.
  • FIG. 4 is a schematic structural diagram of a hub bracket unit according to an embodiment of the present invention.
  • FIG. 5 is a schematic structural view of the hub bracket unit according to an embodiment of the present invention from another perspective;
  • FIG. 6 is a schematic structural diagram of a first hub bracket according to an embodiment of the present invention.
  • FIG. 7 is a schematic structural view of the first hub bracket according to an embodiment of the present invention from another perspective;
  • FIG. 8 is a schematic structural diagram of a second hub bracket according to an embodiment of the present invention.
  • FIG. 9 is a schematic structural view of the second hub bracket according to an embodiment of the present invention from another perspective;
  • FIG. 10 is a schematic diagram of the arrangement of the toe angle adjusting assembly according to the embodiment of the invention.
  • FIG. 11 is a schematic structural diagram of a bushing bracket according to an embodiment of the present invention.
  • FIG. 12 is a schematic structural diagram of a toe angle adjustment assembly according to an embodiment of the present invention.
  • FIG. 13 is a schematic structural diagram of a fitting according to an embodiment of the present invention.
  • FIG. 14 is a schematic structural diagram of an adjusting member according to an embodiment of the present invention.
  • 15 is a schematic structural view of the adjusting member according to another embodiment of the present invention from another perspective;
  • 16 is a connection state diagram of a longitudinal arm and a vehicle body according to an embodiment of the invention.
  • 501-bracket body 502-bracket connection plate, 503-bracket connection hole, 504-bolt, 505-connecting piece, 506-lifting positioning hole, 507-fitting piece, 508-adjusting piece, 509-fixing piece ;
  • This embodiment relates to a trailing arm assembly, which is generally used in a multi-link independent suspension, and it includes a trailing arm body as a whole, a hub bracket unit fixedly connected to one end of the trailing arm body, relative to The hub bracket unit is fixed to the body connecting unit at the other end of the longitudinal arm body, and the spring support is fixed between the hub bracket unit and the body connecting unit and fixed to one side of the longitudinal arm body.
  • At least the upper control arm mounting portion, the lower control arm mounting portion, the shock absorber mounting portion, the stabilizer bar connecting rod mounting portion, and the hub bearing mounting portion are also constructed on the hub bracket unit in this embodiment Brake caliper mounting section.
  • the vehicle body connection unit may constitute the connection between the longitudinal arm body and the vehicle body, and the vehicle body connection unit may also be configured to adjust the connection position of the longitudinal arm body to the vehicle body.
  • FIGS. 1 and 2 a preferred exemplary structure of the trailing arm assembly is shown in FIGS. 1 and 2 in conjunction with FIG. 3.
  • the structure is formed by enclosing the longitudinal arm body 101 and the sealing plate 102 with a bent cross-section, and the bent longitudinal arm body 101 and the sealing plate 102 may be both "L" shaped, for example,
  • the cross section of the longitudinal arm body 1 presents a "mouth" shape, which not only makes the longitudinal arm body 1 structurally simpler, but more importantly, it can increase the structural strength and dry fixation of the longitudinal arm body 1 itself.
  • a reinforcing rib 103 is provided on the longitudinal arm body 101, and the reinforcing rib 103 may adopt the reinforcing rib structure commonly used in existing sheet metal parts, and its position may be As shown in FIG. 2, it is provided at the edge connected to the sealing plate 102.
  • the present embodiment also provides a weight reduction hole 105 on the trailing arm body 1.
  • the weight reduction hole 105 is preferably provided in a region where the stress value of the trailing arm body 1 is low.
  • a long hole or another shape that does not adversely affect the strength of the longitudinal arm body 1 can be used.
  • an escape groove 104 is also formed on the end of the longitudinal arm body 1 close to the vehicle body connection unit, and the escape groove 104 It can be formed by concave molding on one side of the sealing plate 102 and the longitudinal arm body 1.
  • the foregoing hub bracket unit 2 specifically includes a first hub bracket 201 and a second hub bracket 202 that are fixedly connected, and are fixedly connected to the first hub bracket 201 side ⁇ brake calling plate 205.
  • the connection between the two hub brackets and the brake caliper connecting plate 205, as well as between the hub bracket unit and the longitudinal arm body 1 are welded, and in arrangement, the end of the longitudinal arm body 1 and the second hub bracket 202 Welded together.
  • the upper control arm mounting portion 204 is specifically provided on the first hub bracket 201 and the second hub bracket 202, the lower control arm mounting portion 208 and the shock absorber mounting portion 206 It is provided on the first hub bracket 201, and the stabilizer bar connecting rod mounting portion 203 is provided on the second hub bracket 202, and the hub bearing mounting portion z and the brake caliper mounting portion 2051 are disposed on the brake caliper connecting plate 205.
  • the upper control arm mounting portion 204, the lower control arm mounting portion 208, the stabilizer bar connecting rod mounting portion 203, and the shock absorber mounting portion 206 can all be configured as a conventional mounting hole structure.
  • this embodiment also forms a flange structure on the first hub bracket 201, and the shock absorber mounting portion 206 is located at the flange structure, and is to improve the shock absorber.
  • the reliability of the installation corresponds to the flange structure with the shock absorber mounting portion 206, and a reinforcement bracket 207 is also provided between the flange structure and the body of the first hub bracket 201.
  • the reinforcing bracket 207 is specifically an arc-shaped structure, and both ends of the reinforcing bracket 207 are connected to the body of the first hub bracket 201 and the above-mentioned flanging structure formed on the first hub bracket 201 by welding.
  • the reinforced bracket 207 adopts an arc-shaped structure, which can avoid the protruding portion described below, thereby facilitating the disassembly of the mounting bolt and the like at the caliper mounting portion 2051.
  • a four-wheel parameter adjustment limit block 209 is further provided on the first hub bracket 201 corresponding to the position of the lower control arm mounting portion 208.
  • the four-wheel parameter adjustment limit block 209 may specifically adopt a U-shaped structure on the side of the lower control arm mounting portion 208, and it may be fixed to the outer surface of the first hub bracket 201 by welding.
  • the hub bearing mounting portion z is a transparent hub bearing mounting hole formed on the brake caliper connecting plate 205, and a plurality of connecting holes are also provided around the edge of the hub bearing mounting hole.
  • These threaded holes Specifically, a threaded hole can be used for receiving the hub bearing, and thus the bearing mounting support can be omitted.
  • the caliper connecting plate 205 of this embodiment also has a protruding portion extending outside the first hub bracket 201, and the caliper mounting portion 2051 is provided on the protruding portion, and it is specifically constructed in the The brake caliper mounting hole on the protruding portion, while still as shown in FIG. 5 or FIG. 7, the protruding portion may preferably adopt a lug structure during implementation to facilitate weight reduction.
  • a drain groove 2052 is formed on the inner wall of the hub bearing mounting hole, and at least one of the first hub bracket 201 and the second hub bracket 202 may also be provided.
  • the drain hole is constructed, and the drain hole can be realized by a through-hole structure provided on the two hub brackets.
  • the aforementioned spring support 3 in this embodiment is also specifically fixed to the sealing plate 102 in the longitudinal arm body 1 by welding, and a turning hole structure is constructed in the middle of the spring support 3, and the turning hole structure is
  • the height can be selected to be larger, thereby ensuring the stability of the coil spring after installation.
  • the spring support 3 not only the coil spring can be installed through its arrangement, but also the rigidity of the whole longitudinal arm body 1 can be greatly improved.
  • FIG. 1 to FIG. 3 which as a whole includes the bushing 6 and the trailing arm body 1 A bush bracket 5 connected and formed with a plurality of through holes, a toe angle adjustment component provided at one of the through holes of the bush bracket 5, and fastening components respectively provided at other through holes .
  • the fastening assembly is configured to form a fixed connection between the bush bracket 5 and the vehicle body when it is tightened
  • the toe angle adjustment assembly can also be configured due to its own tightening
  • the bush bracket 5 is connected to the end of the trailing arm 1, and for the bush 6 to realize the connection between the bush bracket 5 and the trailing arm 1, for simplicity
  • the arrangement structure of the bushing 6 is to save the bushing connecting plate, and for the purpose of reducing cost and reducing weight and space occupation, the bushing 5 is directly fixedly connected to the end of the longitudinal arm 1 connected to the bushing bracket 5
  • the tube 4 and the bushing 6 are press-fitted in the bushing outer tube 4, and a bolt pair 7 is penetrated in the bushing 6 for the connection between the bushing 6 and the bushing bracket 5.
  • the bushing outer tube 4 at the end of the longitudinal arm 1 specifically, it is to construct an arc-shaped recess at the end of the longitudinal arm 1, and the bushing outer tube 4 is placed in the recess and passes through Welding method can make the longitudinal arm 1 and the bushing outer tube 4 be fixed together.
  • FIG. 10 This embodiment is shown in FIG. 10 and combined with FIG. 11.
  • the aforementioned through holes formed on the bush bracket 5 are all elongated, and the through holes provided in the installation are also arranged in parallel.
  • the “parallel setting” here not only includes the strict parallel state between the through holes, if there is a certain angle between the longitudinal directions of different elongated through holes, However, the included angle belongs to a relatively small angle range. For example, when it is less than 5°, the through holes can still be considered to be parallel.
  • the fastening components or toe angle adjustment components provided at the through holes cooperate with each other, and The purpose of adjusting the connection position of the longitudinal arm on the vehicle body of the present invention can be achieved.
  • the toe angle adjusting component is located at one of the through holes and the other two through holes are provided.
  • Fasten components As for the specific structure of the bush bracket 5, this embodiment is still shown in FIG. 11.
  • the bush bracket is composed of a plate-shaped bracket body 501 and a bracket connecting plate 502. At the edge of the bracket body 501 A flange is formed to improve the structural strength.
  • a through hole is also formed in the middle of the bracket body 501, and the bracket connecting plate 502 is tubular and fixed at the edge of the through hole.
  • the aforementioned through holes are located on the bracket body 501.
  • a lifting positioning hole 506 is also provided on the bracket body 501, which is connected to the bracket
  • the plate 502 is further provided with bracket connection holes 503 traversing both sides of the bracket connection plate 502.
  • the aforementioned toe angle adjusting assembly specifically includes a fitting piece 507 with a fitting hole fixed on the bushing bracket 5, through which the fitting hole and the fitting piece are threaded
  • the fitting hole 5072 on the fitting member 507 is also provided in a long strip shape, and when the fitting member 507 is provided on the bushing bracket 5, the fitting hole 5072 also matches the corresponding position
  • the through holes are aligned with each other.
  • the fitting member 507 is also configured with a clamping slot into which one end of the adjustment member 508 is embedded.
  • the fitting hole 5072 is located in the clamping slot, and the clamping slot is also specifically formed by fitting
  • the flanging 5071 on two opposite sides of the piece 507 is constructed. By forming flanges 5071 on both sides to form the slot structure, the formation of the slot can be facilitated.
  • a slot structure by a slot structure or the like.
  • the length of the fitting hole 5072 in the card slot is also orthogonal to the flanging 5071 on both sides.
  • the structure of the adjusting member 508 is shown in FIGS. 14 and 15.
  • the adjusting member 508 has a base 5081 at one end and a column 5082 fixed to the base 5081, and the base 5081 is circular and Embedded in the above-mentioned slot, the column 5082 is eccentrically arranged relative to the base 5081.
  • the adjusting member 508 is provided with a through hole 5083 penetrating the column 5082 and the base 5081, the connecting member 505 is inserted into the through hole 5083, and the inner diameter of the through hole 5083 is slightly larger than the outer diameter of the connecting member 505.
  • the side walls of the base body 5081 can abut against the inner wall of the card slot, and it is also preferred that the side walls of the two opposite sides of the base body 5081 can be in contact with the card slot
  • the inner walls of the two sides, that is, the flanging 5081 between the two sides abut.
  • the connecting member 505 passing through the through hole 5083 can slide along the elongated through hole and the fitting hole 507 to change its position.
  • the cylinder 5082 in the above-mentioned adjusting member 508 structurally includes a lower cylinder section 50821 fixedly connected to the base 5081, and an upper cylinder section 50822 integrally fixedly connected to the lower cylinder section 50821, the lower cylinder
  • the section 50821 is a regular polygon
  • the upper cylinder section 50822 is circular, and symmetrically arranged planes are formed on two opposite sides of the upper cylinder section 50822.
  • the above-mentioned bearing surface is composed of each side surface of the lower cylinder section 50821 and two planes on the upper cylinder section 50822, and since the lower cylinder section 50821 is a regular polygon, the upper cylinder section 50822 The two planes on the top are symmetrical, so you can use a wrench or other tool that is sleeved or stuck on the upper column section 50822 or the lower column section 50821 to screw the adjustment member 508 to apply the driving adjustment described in this article External torque for the rotation of the member 508.
  • the cylinder 5082 in the adjusting member 508 can also adopt any other eccentric arrangement with respect to the base 5081 and can bear external torque.
  • the amount of rotation of the adjusting member 508 that is, the sliding amount of the connecting member 505
  • scale lines are distributed on the fitting member 507 at the two slots of the card slot
  • a plurality of scale lines are also provided on the base 5081 of the adjusting member 508.
  • the rotation amount of the adjustment member 508 can be controlled by matching the scales at the base 5081 and the notch on one side with each other.
  • one end of the connecting member 505 is fixedly connected to the vehicle body, and the fixing member 509 connected to the connecting member 505 is detachable, and can be fixed when it is screwed on the connecting member 505
  • the piece 509 can abut against the adjusting piece 508, and thus can realize the fixed connection between the bush bracket 5 and the vehicle body.
  • the connecting member 505 may use a double-headed stud, and as shown in FIG. 16, at this time, the end of the connecting member 505 connected to the body c traverses the body c and is fixedly connected to The convex welding nut d on the body c is connected, and the fixing member 509 can be a nut screwed on the other end of the connecting member 505.
  • the aforementioned fastening components provided at other through-hole positions are structurally preferred.
  • they may also be bolts 504 provided through the through-holes at their positions.
  • they are connected to the connecting member 505 and the body c Similar to each other, corresponding to each bolt 504, a convex weld nut may be separately arranged on the body c, and each bolt 504 may traverse the body c and be screwed to the corresponding convex weld nut.
  • the body connecting unit of this embodiment When the body connecting unit of this embodiment is used, if it is necessary to maintain the connection between the trailing arm 1 and the body c, it is sufficient to tighten the bolts 504 and the fixing member 509, and when the toe angle adjustment is required, It is necessary to loosen the bolts 504 and the fixing member 509 first, and then use a wrench or other tools to screw the adjustment member 508. With the rotation of the adjustment member 508, due to the contact with the inner wall of the card slot and the eccentricity of the through hole 5083, the connecting member 505 slides through the through hole and the fitting hole 5072.
  • connection position of the connecting member 505 on the body c is immovable, the relatively stationary of the connecting member 505 and the body c can make the bush bracket 5 relative to the body
  • the connection position of c changes, and the change of the position of the bush bracket 5, that is, the connection position of the longitudinal arm 1 to the body c, thereby adjusting the toe angle by changing the connection position of the longitudinal arm 1.
  • the longitudinal arm assembly of this embodiment is provided with the hub bracket unit 2 and the mounting parts are integrated on the hub bracket unit 2 and the spring support is provided, which can not only provide components such as coil springs, shock absorbers, stabilizer bar connecting rods, etc.
  • the installation position also makes the assembly structure simple and low weight.
  • the longitudinal arm body 1 in the longitudinal arm assembly also has good structural strength and rigidity, and can eliminate the need to provide a shock absorber bracket, which facilitates the adjustment of the camber angle, and can eliminate the bearing mounting support, and achieve The toe angle can be adjusted, and the reliability of the connection between the longitudinal arm 1 and the body c can be ensured through the bolts 504 and the connecting pieces 505 at the multiple through holes, which has good practicality.

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Abstract

一种纵臂总成，其包括纵臂主体（1），固连于纵臂主体（1）一端的轮毂支架单元（2），相对于轮毂支架单元（2）固连于纵臂主体（1）另一端的车身连接单元，以及固连在纵臂主体（1）的一侧的弹簧支座（3）；于轮毂支架单元（2）上至少构造有上控制臂安装部（204）、下控制臂安装部（208）、减振器安装部（206）、稳定杆连接杆安装部（203）以及轮毂轴承安装部（z）和制动钳安装部（2051），车身连接单元可构成纵臂主体（1）与车身（c）间的连接，且车身连接单元被配置为可构成纵臂主体（1）于车身（c）上连接位置的调整。该纵臂总成通过设置轮毂支架单元（2），并于轮毂支架单元（2）上集成各安装部，以及设置弹簧支座（3），不仅可为螺旋弹簧、减振器、稳定杆连接杆等构件提供安装位，且也使得总成结构简单、重量低，而具有较好的实用性。

Description

纵臂总成 技术领域
本发明涉及汽车悬架技术领域，特别涉及一种纵臂总成。
背景技术
为满足人们对车辆操控稳定性、行驶舒适性以及驾驶安全性的要求，多连杆独立悬架在车辆底盘上的应用逐渐增多，其中，对于独立悬架而言，其性能主要取决与悬架中纵臂结构的设计。
现有技术中，独立悬架中的纵臂布置形式主要有纵臂与转向节连接，以及纵臂与轮毂支架焊接两种。对于纵臂与转向节连接方式，转向节成本及重量增加明显，纵臂整体强度与刚度较弱，且难以为螺旋簧、减振器、稳定杆连接杆等构件提供安装位。为提高此形式的纵臂的强度与刚度，以及为周边构件提供安装位，则需要通过增加另外的高强度控制臂(如横臂)，其带来的后果是零部件成本增加，总成重量增大，且零部件占用空间也变大，使布置难度亦变大。
而对于纵臂与轮毂支架焊接方式，其无转向节可降低部分重量，但由于需增加轴承安装支座，以及需螺栓连接减振器支架，也会增加总成重量与成本。而且纵臂还需与衬套连接板焊接，也增加了工艺难度，另外，纵臂与车身之间仅通过单螺栓连接，还使得车辆在诸如凹坑等特殊工况下的可靠性降低。
发明内容
有鉴于此，本发明旨在提出一种纵臂总成，以其能够解决现有技术中的一点不足。
为达到上述目的，本发明的技术方案是这样实现的：
一种纵臂总成，其包括：
纵臂主体；
轮毂支架单元，固连于所述纵臂主体的一端，并于所述轮毂支架单元上至少构造有上控制臂安装部、下控制臂安装部、减振器安装部、稳定杆连接杆安装部以及轮毂轴承安装部和制动钳安装部；
车身连接单元，相对于所述轮毂支架单元、通过衬套固连于所述纵臂主体的另一端，所述车身连接单元可构成所述纵臂主体与车身间的连接，且所述车身连接单元被配置为可构成所述纵臂主体于所述车身上连接位置的调整；
弹簧支座，于所述轮毂支架单元和所述车身连接单元之间、固连在所述纵臂主体的一侧。
进一步的，所述纵臂主体由截面均呈弯折形的纵臂本体与封板围合而成，且于所述纵臂主体上至少构造有加强筋与减重孔中的一种。
进一步的，所述轮毂支架单元包括相固连的第一轮毂支架和第二轮毂支架，以及固连于所述第一轮毂支架一侧的制动钳连接板，所述纵臂主体与所述第二轮毂支架相固连；所述上控制臂安装部分设于所述第一轮毂支架及所述第二轮毂支架上，所述下控制臂安装部、所述减振器安装部设于所述第一轮毂支架上，所述稳定杆连接杆安装部设于所述第二轮毂支架上，所述轮毂轴承安装部与制动钳安装部设于所述制动钳连接板上。
进一步的，于所述第一轮毂支架上形成有翻边结构，所述减振器安装部位于所述翻边结构处；且所述上控制臂安装部、所述下控制臂安装部以及所述稳定杆连接杆安装部和所述减振器安装部均被构造为安装孔结构。
进一步的，对应于设有所述减振器安装部的所述翻边结构，于所述翻边结构和所述第一轮毂支架的本体之间设有加强支架。
进一步的，于所述第一轮毂支架上，对应于所述下控制臂安装部的位 置设有四轮参数调整限位块。
进一步的，所述轮毂轴承安装部为通透的形成于所述制动钳连接板上的轮毂轴承安装孔，并环所述轮毂轴承安装孔的边沿设置有若干连接孔；且所述制动钳连接板具有延伸于所述第一轮毂支架外部的凸出部，所述制动钳安装部为构造于所述凸出部上的制动钳安装孔。
进一步的，于所述轮毂轴承安装孔的内壁上构造有排水槽，并于所述第一轮毂支架和所述第二轮毂支架至少其一上构造有排水孔。
进一步的，所述车身连接单元包括：
衬套托架，通过所述衬套与纵臂主体连接，并于所述衬套托架上形成有若干长条状的透孔，且各所述透孔间平行设置；
前束角调整组件，于其一所述透孔处设置，所述前束角调整组件因自身的旋紧，可构成所述衬套托架与所述车身间的固连，且于所述前束角调整组件及各紧固组件旋松时，所述前束角调整组件承接外部扭矩，而可构成所述衬套托架于所述车身上连接位置的调整；
紧固组件，于其它各所述透孔处分别设置，且各所述紧固组件被配置为于自身旋紧时，可构成所述衬套托架与所述车身间的固连。
进一步的，所述前束角调整组件包括：
配合件，固连于所述衬套托架上，且位于所述前束角调整组件所处的所述透孔位置，于所述配合件上形成有同为长条状的配合孔，所述配合孔与所处位置的所述透孔对正布置，并于所述配合件上构造有卡槽，所述配合孔位于所述卡槽内；
连接件，穿设所述配合孔及与该配合孔对正的所述透孔设置，且所述连接件的一端与所述车身间相固连；
调节件，套设于所述连接件上，且所述调节件具有嵌设于所述卡槽中的呈圆形的基体，以及固连于所述基体上、并相对于所述基体偏心布置的柱体，所述基体的侧壁可构成与所述卡槽内壁的抵接，并于所述柱体上形 成有承载所述外部扭矩的承载面；
固定件，相对于与所述车身固连的一端，连接于所述连接件的另一端，且所述固定件可于所述连接件上旋紧，以抵紧所述调节件而构成所述衬套托架与所述车身间的固连。
相对于现有技术，本发明具有以下优势：
本发明的纵臂总成，通过设置轮毂支架单元，并于轮毂支架单元上集成各安装部，以及设置弹簧支座，不仅可为螺旋簧、减振器、稳定杆连接杆等构件提供安装位，且也使得总成结构简单、重量低，而具有较好的实用性。
此外，本发明的纵臂总成，纵臂主体由纵臂本体与封板围合而成，可提高纵臂的结构强度与刚度。轮毂支架单元由两个轮毂支架与制动钳连接板构成，结构简单，利于成型，且可保证单元的结构强度。减振器安装部位于翻边结构上，则可省去设置减振器支架。而设置加强支架可保证减振器安装的可靠性。
另外，本发明中，设置四轮参数调整限位块，可利于外倾角的调整。制动钳连接板上设置连接孔可省去轴承安装支座，设置排水槽以及排水孔，有助于增强抗腐蚀性能，提升寿命。而通过前束角调整组件的设置，在需要进行前束角调整时，通过旋松该前束角调整组件以及紧固组件，便可通过对前束角调整组件施加扭矩，实现对前束角的调节，且由于为通过施加外部扭矩以进行调节，一方面利于操作，另一方面相较于现有的手动推拉方式，亦可便于对调节作用力的控制，而能够确保前束角调节的准确性。
附图说明
构成本发明的一部分的附图用来提供对本发明的进一步理解，本发明的示意性实施例及其说明用于解释本发明，并不构成对本发明的不当限定。在附图中：
图1为本发明实施例所述的纵臂总成的结构示意图；
图2为本发明实施例所述的纵臂总成另一视角下的结构示意图；
图3为本发明实施例所述的纵臂主体的结构示意图；
图4为本发明实施例所述的轮毂支架单元的结构示意图；
图5为本发明实施例所述的轮毂支架单元另一视角下的结构示意图；
图6为本发明实施例所述的第一轮毂支架的结构示意图；
图7为本发明实施例所述的第一轮毂支架另一视角下的结构示意图；
图8为本发明实施例所述的第二轮毂支架的结构示意图；
图9为本发明实施例所述的第二轮毂支架另一视角下的结构示意图；
图10为本发明实施例所述的前束角调节组件的布置示意图；
图11为本发明实施例所述的衬套托架的结构示意图；
图12为本发明实施例所述的前束角调节组件的结构示意图；
图13为本发明实施例所述的配合件的结构示意图；
图14为本发明实施例所述的调节件的结构示意图；
图15为本发明实施例所述的调节件另一视角下的结构示意图；
图16为本发明实施例所述的纵臂与车身的连接状态图；
附图标记说明：
1-纵臂主体，2-轮毂支架单元，3-弹簧支座，4-衬套外管，5-衬套托架，6-衬套，7-螺栓副；
101-纵臂本体，102-封板，103-加强筋，104-避让槽，105-减重孔；
201-第一轮毂支架，202-第二轮毂支架，203-稳定杆连接杆安装部，204-上控制臂安装部，205-制动钳连接板，206-减振器安装部，207-加强支架，208-下控制臂安装部，209-四轮参数调整限位块；
2051-制动钳安装部，2052-排水槽；
501-托架本体，502-托架连接板，503-托架连接孔，504-螺栓，505-连接件，506-举升定位孔，507-配合件，508-调节件，509-固定件；
5071-翻边，5072-配合孔；
5081-基体，5082-柱体，50821-下柱体段，50822-上柱体段，5083-通孔；
c-车身，d-凸焊螺母，z-轮毂轴承安装部。
具体实施方式
需要说明的是，在不冲突的情况下，本发明中的实施例及实施例中的特征可以相互组合。
另外，在本发明的实施例中所提到的“第一”、“第二”仅用于描述目的，并不明示或暗指相对重要性
下面将参考附图并结合实施例来详细说明本发明。
本实施例涉及一种纵臂总成，该纵臂总成一般应用于多连杆独立悬架中，且其整体上包括纵臂主体，固连于纵臂主体一端的轮毂支架单元，相对于轮毂支架单元固连于纵臂主体另一端的车身连接单元，以及于轮毂支架单元与车身连接单元之间、而固连在纵臂主体的一侧的弹簧支座。
其中，基于该整体结构，本实施例中于轮毂支架单元上亦至少构造有上控制臂安装部、下控制臂安装部、减振器安装部、稳定杆连接杆安装部以及轮毂轴承安装部和制动钳安装部。而车身连接单元则可构成纵臂主体与车身间的连接，且该车身连接单元也被配置为可构成纵臂主体于车身上连接位置的调整。
具体而言，该纵臂总成的一种优选的示例性结构由图1、图2，并结合图3所示，首先，对于作为纵臂总成的主体结构的纵臂主体1而言，其在结构上为由截面呈弯折形的纵臂本体101和封板102围合而成，且弯折的纵臂本体101与封板102例如可均为“L”形，由此合围后的纵臂主体1的截面呈现为“口”字形，以此不仅使得纵臂主体1的结构上较为简单，更重要的其能够增加纵臂主体1自身的结构强度与干固定。
本实施例为进一步增加纵臂主体1的强度，在纵臂本体101上设置有 加强筋103，该加强筋103采用现有钣金件常用的加强筋结构即可，且其在位置上则可如图2中示出的为设置在与封板102连接的边沿处。此外，为利于纵臂总成的轻量化，本实施例也在纵臂主体1上设置有减重孔105，该减重孔105优选的为设置于纵臂主体1应力值较低的区域，且其形状上例如可采用长条形孔或其它对纵臂主体1自身强度无不利影响的形状。
另外，本实施例中为便于对下文所述的用于与车身连接的螺栓504进行拆装操作，于纵臂主体1上靠近于车身连接单元的一端亦构造有避让槽104，该避让槽104通过于封板102及纵臂本体1的一侧内凹成型便可。
本实施例，继续如图4和图5所示的，前述的轮毂支架单元2具体包括相固连的第一轮毂支架201和第二轮毂支架202，以及固连在第一轮毂支架201一侧的制动钳连接板205。两个轮毂支架与制动钳连接板205，以及轮毂支架单元和纵臂主体1之间的连接均采用焊接的方式相连，且在布置上，纵臂主体1的端部与第二轮毂支架202焊接在一起。
同时，结合于图6至图9中示出的，前述上控制臂安装部204具体分设于第一轮毂支架201及第二轮毂支架202上，下控制臂安装部208、减振器安装部206则设置于第一轮毂支架201上，而稳定杆连接杆安装部203设置在第二轮毂支架202上，轮毂轴承安装部z与制动钳安装部2051则设置于制动钳连接板205上。
其中，作为一种优选的结构形式，上述上控制臂安装部204、下控制臂安装部208以及稳定杆连接杆安装部203和减振器安装部206均可构造为常规的安装孔结构。而出于省去设置减振器支架的考虑，本实施例在第一轮毂支架201上亦形成有翻边结构，减振器安装部206即位于该翻边结构处，且为提高减振器安装的可靠性，对应于设有减振器安装部206的所述翻边结构，在翻边结构和第一轮毂支架201的本体之间也设有加强支架207。
该加强支架207具体呈弧形结构，其两端分别通过焊接方式与第一轮毂支架201本体以及形成于第一轮毂支架201上的上述翻边结构相连便可。 而使得加强支架207采用弧形结构，其能够对下述的凸出部形成避让，从而可为制动钳安装部2051处的安装螺栓等的拆装提供方便。而本实施例为利于外倾角的调节，在第一轮毂支架201上，对应于下控制臂安装部208的位置还设置有四轮参数调整限位块209。该四轮参数调节限位块209具体可采用位于下控制臂安装部208一侧的U形结构，且其通过焊接方式固连在第一轮毂支架201的外侧表面上即可。
本实施例中，上述轮毂轴承安装部z具体为通透的形成于制动钳连接板205上的轮毂轴承安装孔，且环绕该轮毂轴承安装孔的边沿也设置有若干连接孔，这些螺纹孔具体可采用螺纹孔，以用于承装轮毂轴承，并由此可省去设置轴承安装支座。此外，本实施例的制动钳连接板205还具有延伸于第一轮毂支架201外部的凸出部，制动钳安装部2051便设置在该凸出部上，且其具体为构造于所述凸出部上的制动钳安装孔，同时，仍如图5或图7中所示，所述凸出部在实施时优选可采用凸耳结构，以利于轻量化。
为提高总成的抗腐蚀性，进而提高使用寿命，本实施例在轮毂轴承安装孔的内壁上构造有排水槽2052，并且在第一轮毂支架201和第二轮毂支架202至少其一上还可构造排水孔，且该排水孔通过设置于两个轮毂支架上的贯通孔结构实现即可。
此外，本实施例前述的弹簧支座3具体也为通过焊接方式固连在纵臂主体1中的封板102上，并在弹簧支座3的中部构造有翻孔结构，该翻孔结构在具体设计上优选的可使其高度选择的较大，由此可保证螺旋簧装设后的稳定性。而对于弹簧支座3而言，通过其设置不仅可安装螺旋簧，同时其也能够在很大程度上提升纵臂主体1整体的刚度。
本实施例中，对于前述的用以构成纵臂主体1与车身间连接的车身连接单元而言，仍参考图1至图3中所示的，其整体上包括通过衬套6与纵臂主体1连接并形成有若干透孔的衬套托架5，于该衬套托架5上的其一透孔处设置的前束角调整组件，以及于其它各透孔处分别设置的紧固组件。
其中，在设计上，上述紧固组件被配置为于自身旋紧时，可构成衬套托架5与车身之间的固连，而上述前束角调整组件因自身旋紧，其同样可构成衬套托架5与车身之间的固连，且在紧固组件和前束角调整组件旋松时，该前束角调整组件承接外部扭矩，亦可构成衬套托架5于车身上连接位置的调整。
详细来说，在该车身连接单元的结构中，衬套托架5连接于纵臂1的端部，且对于实现衬套托架5与纵臂1间连接的衬套6而言，为简化衬套6的设置结构，以省去衬套连接板，并出于降低成本及减少重量和空间占用的考虑，在纵臂1与衬套托架5连接的一端直接固连设置有衬套外管4，衬套6即压装于衬套外管4内，且在衬套6中穿设有螺栓副7以用于衬套6与衬套托架5之间的连接。而对于衬套外管4于纵臂1端部的设置，具体的，其为在纵臂1的端部构造呈弧形的凹口，将衬套外管4置于该凹口内，并通过焊接方式使纵臂1与衬套外管4固连在一起便可。
本实施例由图10并结合于图11中所示出的，前述形成于衬套托架5上的各透孔均为长条状，且在设置上各透孔之间也为平行设置。其中，需要说明的是，这里的“平行设置”不仅仅包含各透孔之间为处于严格意义上的平行状态，若不同长条状的透孔的长度方向之间存在有一定的夹角，但该夹角属于较小的角度区间，例如小于5°时，仍可认为各透孔之间为平行的，此时于透孔处设置的紧固组件或前束角调整组件相互配合，亦能够实现本发明的调节纵臂于车身上连接位置的目的。
此外，本实施例中形成于衬套托架5上的透孔具体也以设置有三个为例进行说明，其中，前束角调整组件位于其中一个透孔位置，另外两个透孔位置则设置紧固组件。而对于衬套托架5的具体结构，本实施例仍如图11所示的，该衬套托架由板状的托架本体501与托架连接板502构成，在托架本体501的边沿形成有翻边，以提高其结构强度，在托架本体501的中部还形成有通孔，托架连接板502呈管状且固连在所述通孔的边缘处。
前述的各透孔即位于托架本体501上，同时为便于纵臂1与车身的装配，相邻于透孔，在托架本体501上亦设置有举升定位孔506，而在托架连接板502上则进一步的设置有横穿该托架连接板502两侧的托架连接孔503。当进行衬套托架5与纵臂1之间的连接时，衬套托架5即通过其上的通孔套置在纵臂1固连有衬套外管4的端部，且使得压装有衬套6的衬套外管4居于托架连接板502的内部空间中。通过调整衬套托架5的位置，使得托架连接孔503与衬套6内的孔结构对正，然后再将螺栓副7穿设衬套6及托架连接孔503并旋紧便可。
本实施例中，继续结合于图12中所示的，前述的前束角调整组件具体包括固连于衬套托架5上的具有配合孔的配合件507，穿设该配合孔以及配合件507所处位置的透孔的连接件505，以及套设于连接件505上的调节件508，和连接在连接件505上的固定件509。
详细来说，如图13中所示的，配合件507上的配合孔5072也设置成长条状，且在配合件507设置于衬套托架5上时，该配合孔5072也与对应位置的透孔之间对正布置，此外，在配合件507上还构造有供调节件508的一端嵌入的卡槽，配合孔5072即位于该卡槽内，且该卡槽具体的也由形成于配合件507两相对侧的翻边5071围构而成。通过设置于两侧的翻边5071以形成所述的卡槽结构，可便于该卡槽的成型，当然，除了由两侧的翻边5071构成所述卡槽，通过诸如在配合件507设置沉槽结构等形式以形成卡槽结构也是可以的。
本实施例中，作为一种优选的设置方式，位于卡槽内的配合孔5072，其长度方向也与两侧的翻边5071之间正交布置。而调节件508的结构则如图14和图15中所示，该调节件508整体上具有位于一端的基体5081，以及与基体5081固连的柱体5082，且其中基体5081为圆形并为嵌入上述卡槽内，而柱体5082则为相对于基体5081偏心布置。
另外，在调节件508上设有贯穿柱体5082与基体5081的通孔5083， 连接件505便穿设于该通孔5083中，且通孔5083的内径略大于连接件505的外径。而本实施例在基体5081置于卡槽内时，基体5081的侧壁可与卡槽内壁之间抵接，且优选的也为可使得基体5081的两相对侧的侧壁分别可与卡槽的两侧内壁、也即两侧翻边5081之间抵接。由此，在调节件508通过形成于柱体5082上的下述承载面承接外部扭矩时，因基体5081与卡槽内壁的抵接，以及柱体5082、也即通孔5083相对于基体5081的偏心布置，便能够使得穿设在通孔5083中的连接件505沿长条状的透孔及配合孔507发生滑动，以改变其位置。
本实施例中，上述调节件508中的柱体5082在结构上包括与基体5081固连的下柱体段50821，以及与下柱体段50821一体固连的上柱体段50822，下柱体段50821为正多边形，而上柱体段50822呈圆形，并且在上柱体段50822的两相对侧形成有对称布置的平面。此时，上文所述的承载面便是由下柱体段50821的各侧表面与上柱体段50822上的两个平面构成，而由于下柱体段50821是正多边形，上柱体段50822上的两个平面相对称，便能够利用套设或卡置在上柱体段50822或下柱体段50821处的扳手等工具对调节件508进行旋拧，以施加本文中所述的驱使调节件508转动的外部扭矩。
当然，除了采用上述的两段式结构，调节件508中的柱体5082亦可采用其他任意的相对基体5081偏心布置，且可承接外部扭矩的结构形式。而为了在施加外部扭矩时，便于对调节件508的转动量，也即连接件505的滑动量进行控制，本实施例在配合件507上于卡槽的两个槽口位置分布设有刻度线，同时在调节件508的基体5081上也设置有多个刻度线。具体使用时，通过基体5081及一侧槽口处的刻度线相互配合，便可进行调节件508转动量的控制。
本实施例中，连接件505的一端为与车身之间固连设置，连接于连接件505上的固定件509则为可拆卸设置，并可于其在连接件505上旋紧时， 该固定件509能够抵紧调节件508，进而能够实现衬套托架5与车身之间的固连。而详细来说，作为一种优选，连接件505可采用双头螺柱，且如图16中所示的，此时连接件505与车身c连接的一端横穿车身c，并与固连在车身c上的凸焊螺母d连接，而固定件509则可采用螺接在连接件505另一端的螺母。
本实施例中，前述的于其它各透孔位置设置的紧固组件在结构，其优选的亦可为穿设其所处位置的透孔设置的螺栓504，同时，与连接件505和车身c之间的类似的，对应于各螺栓504，在车身c上可分别布置凸焊螺母，各螺栓504横穿车身c并与对应的凸焊螺母螺接相连便可。
而本实施例的车身连接单元在使用时，若需使纵臂1和车身c之间保持连接，则旋紧各螺栓504以及固定件509即可，而当需要进行前束角调整时，则需先旋松各螺栓504以及固定件509，接着再使用扳手等工具旋拧调节件508，随着调节件508的转动，因与卡槽内壁的抵接及通孔5083的偏心，使得连接件505于透孔及配合孔5072内滑动，此时因连接件505于车身c上的连接位置不可动，故而由连接件505和车身c的相对静止，便可使得衬套托架5相对于车身c的连接位置发生变化，而衬套托架5位置的改变也即纵臂1于车身c上连接位置的改变，以此通过纵臂1连接位置的变化实现了对前束角的调整。
本实施例的纵臂总成通过设置轮毂支架单元2，并于轮毂支架单元2上集成各安装部，以及设置弹簧支座，不仅可为螺旋簧、减振器、稳定杆连接杆等构件提供安装位，且也使得总成结构简单、重量低。同时，该纵臂总成中的纵臂主体1也具有较好的结构强度与刚度，并可省去设置减振器支架，利于外倾角的调整，以及能够省去轴承安装支座，与实现对前束角的调节，并还能够通过多个透孔处的螺栓504及连接件505保证纵臂1和车身c之间连接的可靠性，而有着很好的实用性。
以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，凡在 本发明的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

Claims (10)

  1. 一种纵臂总成，其特征在于，包括：
    纵臂主体(1)；
    轮毂支架单元(2)，固连于所述纵臂主体(1)的一端，并于所述轮毂支架单元(2)上至少构造有上控制臂安装部(204)、下控制臂安装部(208)、减振器安装部(206)、稳定杆连接杆安装部(203)以及轮毂轴承安装部(z)和制动钳安装部(2051)；
    车身连接单元，相对于所述轮毂支架单元(2)、通过衬套(6)固连于所述纵臂主体(1)的另一端，所述车身连接单元能够构成所述纵臂主体(1)与车身(c)间的连接，且所述车身连接单元被配置为能够构成所述纵臂主体(1)于所述车身(c)上连接位置的调整；
    弹簧支座(3)，于所述轮毂支架单元(2)和所述车身连接单元之间、固连在所述纵臂主体(1)的一侧。
  2. 根据权利要求1所述的纵臂总成，其特征在于：所述纵臂主体(1)由截面均呈弯折形的纵臂本体(101)与封板(102)围合而成，且于所述纵臂主体(1)上至少构造有加强筋(103)与减重孔(105)中的一种。
  3. 根据权利要求1所述的纵臂总成，其特征在于：所述轮毂支架单元(2)包括相固连的第一轮毂支架(201)和第二轮毂支架(202)，以及固连于所述第一轮毂支架(201)一侧的制动钳连接板(205)，所述纵臂主体(1)与所述第二轮毂支架(202)相固连；所述上控制臂安装部(204)分设于所述第一轮毂支架(201)及所述第二轮毂支架(202)上，所述下控制臂安装部(208)、所述减振器安装部(206)设于所述第一轮毂支架(201)上，所述稳定杆连接杆安装部(203)设于所述第二轮毂支架(202)上，所述轮毂轴承安装部(z)与制动钳安装部(2051)设于所述制动钳连接板(205)上。
  4. 根据权利要求3所述的纵臂总成，其特征在于：于所述第一轮毂支 架(201)上形成有翻边结构，所述减振器安装部(206)位于所述翻边结构处；且所述上控制臂安装部(204)、所述下控制臂安装部(208)以及所述稳定杆连接杆安装部(203)和所述减振器安装部(206)均被构造为安装孔结构。
  5. 根据权利要求4所述的纵臂总成，其特征在于：对应于设有所述减振器安装部(206)的所述翻边结构，于所述翻边结构和所述第一轮毂支架(201)的本体之间设有加强支架(207)。
  6. 根据权利要求4所述的纵臂总成，其特征在于：于所述第一轮毂支架上，对应于所述下控制臂安装部(208)的位置设有四轮参数调整限位块(209)。
  7. 根据权利要求3所述的纵臂总成，其特征在于：所述轮毂轴承安装部(z)为通透的形成于所述制动钳连接板(205)上的轮毂轴承安装孔，并环所述轮毂轴承安装孔的边沿设置有若干连接孔；且所述制动钳连接板(205)具有延伸于所述第一轮毂支架(201)外部的凸出部，所述制动钳安装部(2051)为构造于所述凸出部上的制动钳安装孔。
  8. 根据权利要求7所述的纵臂总成，其特征在于：于所述轮毂轴承安装孔的内壁上构造有排水槽(2052)，并于所述第一轮毂支架(201)和所述第二轮毂支架(202)的至少其一上构造有排水孔。
  9. 根据权利要求1至8中任一项所述的纵臂总成，其特征在于：所述车身连接单元包括：
    衬套托架(5)，通过所述衬套(6)与纵臂主体(1)连接，并于所述衬套托架(5)上形成有若干长条状的透孔，且各所述透孔间平行设置；
    前束角调整组件，于其一所述透孔处设置，所述前束角调整组件因自身的旋紧，能够构成所述衬套托架(5)与所述车身(c)间的固连，且于所述前束角调整组件及各紧固组件旋松时，所述前束角调整组件承接外部扭矩，而能够构成所述衬套托架(5)于所述车身(c)上连接位置的调整；
    紧固组件，于其它各所述透孔处分别设置，且各所述紧固组件被配置为于自身旋紧时，能够构成所述衬套托架(5)与所述车身(c)间的固连。
  10. 根据权利要求9所述的纵臂总成，其特征在于，所述前束角调整组件包括：
    配合件(507)，固连于所述衬套托架(5)上，且位于所述前束角调整组件所处的所述透孔位置，于所述配合件(507)上形成有同为长条状的配合孔(5072)，所述配合孔(5072)与所处位置的所述透孔对正布置，并于所述配合件(507)上构造有卡槽，所述配合孔(5072)位于所述卡槽内；
    连接件(505)，穿设所述配合孔(5072)及与该配合孔(5072)对正的所述透孔设置，且所述连接件(505)的一端与所述车身(c)间相固连；
    调节件(508)，套设于所述连接件(505)上，且所述调节件(508)具有嵌设于所述卡槽中的呈圆形的基体(5081)，以及固连于所述基体(5081)上、并相对于所述基体(5081)偏心布置的柱体(5082)，所述基体(5081)的侧壁能够构成与所述卡槽内壁的抵接，并于所述柱体(5082)上形成有承载所述外部扭矩的承载面；
    固定件(509)，相对于与所述车身(c)固连的一端，连接于所述连接件(505)的另一端，且所述固定件(505)能够于所述连接件(505)上旋紧，以抵紧所述调节件(508)而构成所述衬套托架(5)与所述车身(c)间的固连。
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CN113510189A (zh) * 2021-04-28 2021-10-19 柳州沪信汽车科技有限公司 一种新型u形冲压件上翻孔模具结构
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CN114425993A (zh) * 2022-01-21 2022-05-03 重庆长安汽车股份有限公司 一种集成安装支架及车辆
CN114425993B (zh) * 2022-01-21 2024-01-19 重庆长安汽车股份有限公司 一种集成安装支架及车辆
CN117141173A (zh) * 2023-10-31 2023-12-01 万向智造有限公司 一种提高悬架强度的控制臂结构
CN117141173B (zh) * 2023-10-31 2024-01-16 万向智造有限公司 一种提高悬架强度的控制臂结构
CN119773412A (zh) * 2024-12-31 2025-04-08 上汽通用五菱汽车股份有限公司 控制臂总成、悬架系统及车辆

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