WO2023077350A1 - 一种纵梁总成及汽车底盘 - Google Patents

一种纵梁总成及汽车底盘 Download PDF

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Publication number
WO2023077350A1
WO2023077350A1 PCT/CN2021/128622 CN2021128622W WO2023077350A1 WO 2023077350 A1 WO2023077350 A1 WO 2023077350A1 CN 2021128622 W CN2021128622 W CN 2021128622W WO 2023077350 A1 WO2023077350 A1 WO 2023077350A1
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WO
WIPO (PCT)
Prior art keywords
longitudinal beam
suspension
installation
top wall
beam assembly
Prior art date
Application number
PCT/CN2021/128622
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English (en)
French (fr)
Inventor
刘帅
孙晓伟
吴凯
姜利文
Original Assignee
宁德时代新能源科技股份有限公司
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 宁德时代新能源科技股份有限公司 filed Critical 宁德时代新能源科技股份有限公司
Priority to EP21962867.4A priority Critical patent/EP4279362A4/en
Priority to CN202180055187.3A priority patent/CN116406338A/zh
Priority to PCT/CN2021/128622 priority patent/WO2023077350A1/zh
Publication of WO2023077350A1 publication Critical patent/WO2023077350A1/zh
Priority to US18/450,930 priority patent/US20230391403A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/11—Understructures, i.e. chassis frame on which a vehicle body may be mounted with resilient means for suspension, e.g. of wheels or engine; sub-frames for mounting engine or suspensions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/088—Details of structures as upper supports for springs or dampers

Definitions

  • the present application relates to the technical field of automobiles, in particular to a longitudinal beam assembly and an automobile chassis.
  • the chassis of a car is generally composed of various longitudinal beams, beams, and bottom plates.
  • the longitudinal beams are used to support and connect the various parts and components of the car, so that the parts and components can maintain a relatively correct installation position and carry various loads inside and outside the car.
  • Beams are used to ensure the torsional stiffness of the chassis and bear longitudinal loads, and can also support the main components of the car.
  • the chassis must have sufficient strength and rigidity to withstand the load of the car and the impact from the wheels.
  • the main component assembly includes the upper swing arm of the suspension and the shock absorber, which are generally installed on the chassis. Therefore, the manufacture of the chassis needs to reserve a structure for installing parts such as the upper swing arm of the suspension and the shock absorber, so as to facilitate the installation of subsequent parts.
  • the embodiment of the present application provides a longitudinal beam assembly and an automobile chassis, which integrates the mounting part of the upper swing arm of the suspension and the mounting part of the shock absorber on the longitudinal beam, and integrally forms it with the longitudinal beam to avoid It eliminates the installation error during the separate installation process between the upper swing arm installation part and the shock absorber installation part of the suspension and the longitudinal beam, improves the position accuracy of the upper swing arm installation part and the shock absorber installation part relative to the longitudinal beam, and simplifies the The manufacturing process of the longitudinal beam assembly reduces the manufacturing cost of the longitudinal beam assembly.
  • a longitudinal beam assembly is provided, and the longitudinal beam assembly includes an integrally formed longitudinal beam and a mounting tower; the longitudinal beam is provided with a first suspension mounting part, and the first suspension mounting part is used for For installing the lower swing arm of the suspension; the installation tower is provided with a shock absorber installation part and a second suspension installation part, the shock absorber installation part is used to install the shock absorber; the second suspension installation part is used to install the suspension upper swing boom, and the mounting tower is mounted on the stringer.
  • the first suspension mounting part, the second suspension mounting part and the shock absorber mounting part are all integrated on the longitudinal beam, and are directly or indirectly integrally formed with the longitudinal beam, which makes the structure of the longitudinal beam assembly It is simpler and more compact.
  • the manufacturing process of the longitudinal beam assembly in the embodiment of the present application is simpler, and the manufacturing time of the longitudinal beam assembly is shorter. Shorter, lower manufacturing cost, and in the longitudinal beam assembly manufactured by integral molding, there is no welding error in the first suspension installation part, the second suspension installation part and the shock absorber installation part, and their positions are more accurate Accurate, reducing the installation difficulty of the subsequent suspension lower arm, suspension upper arm and shock absorber, and improving installation efficiency.
  • the installation tower includes a top wall and two first support members, the shock absorber mounting part is arranged on the top wall, and the two first support members are respectively arranged on both sides of the top wall, and connect the top wall and the first support member. stringer.
  • two first supports are used to connect the top wall from both sides of the top wall, so that the connection between the top wall and the longitudinal beam is more stable, and it can withstand the shock absorber and the upper swing arm of the suspension during the use of the car.
  • the load transmitted and the manufacturing materials are saved, so that the overall weight of the longitudinal beam assembly is further reduced.
  • the two first support members are gradually separated from each other, so that a triangular structure is formed between the two first support members and the longitudinal beam.
  • a triangular structure is formed between the two first support members and the longitudinal beam, and the triangular structure has higher stability, so that the installation tower can bear a greater load without deformation during use.
  • the suspension mount and the first support jointly define the position of the second suspension mount, so that when the upper swing arm of the suspension is installed to the suspension mount, it can be connected to the first support or It can be connected with the suspension mounting seat, and can also be connected with both the first support and the suspension mounting seat, so as to provide more installation possibilities and more load force attachment points for the installation of the swing arm on the suspension, improving The stability of the mounting structure of the swing arm on the suspension.
  • the second suspension installation part includes two suspension upper swing arm installation points, and each suspension upper swing arm installation point is disposed on a suspension mount and a first support member.
  • each suspension upper swing arm is connected with the first support member and the suspension mounting seat during installation, and the suspension upper swing arm is installed more firmly.
  • the load on the suspension upper swing arm during the use of the car is transmitted to the two suspension upper swing arm installation points, and then transmitted to the suspension mount and the first support through the two suspension upper swing arm installation points , and the suspension mounting seat and the first support are directly or indirectly integrally formed with the longitudinal beam, so both the suspension mounting seat and the first support can withstand a large force without breaking and damage, so the suspension swing up Arms are able to withstand greater load forces.
  • the installation tower further includes two second support members, the two second support members are arranged between the top wall and the stringer, and the two second support members are installed between the two first support members .
  • the two second supports and the two first supports are jointly supported between the top wall and the longitudinal beams, so that the structure of the installation tower is more stable, and it can bear the shock from the shock absorber and the upper swing arm of the suspension. It is not easy to overturn after impact.
  • the suspension mount is connected to the second support.
  • the second support member and the suspension mounting seat jointly bear the force from the mounting point of the upper swing arm of the suspension on the suspension mounting seat, so that the reliability of the suspension mounting part is stronger.
  • the first support is provided with a reinforcement
  • the second suspension mount is disposed between the suspension mount and the reinforcement.
  • the strength of the first support where the reinforcing part is located is increased, which makes the suspension upper swing arm installed behind the second suspension installation part, and the second suspension installation part can bear a relatively large load force, and The mounting point of the upper swing arm of the suspension provided on the first support will not be damaged.
  • the installation tower further includes a reinforcement structure, the reinforcement structure is "X" shaped, and the reinforcement structure has four connection ends, wherein two connection ends are connected to the top wall, and the other two connection ends are connected to the longitudinal beam.
  • the reinforced structure is supported between the top wall and the longitudinal beam, and the special shape of the reinforced structure makes a triangular structure formed between the reinforced structure and the top wall, and a triangular structure is also formed between the reinforced structure and the longitudinal beam.
  • the entire installation tower structure is more stable.
  • connection end connected to the top wall is connected to the intersection of the top wall and the first support or the second support, and the two connection ends connected to the longitudinal beam are connected between the longitudinal beam and the first support or the second support. The intersection of two supports.
  • the strength is often higher at the intersection of the two components. Therefore, in this embodiment, by setting the connection position of the reinforcement structure, the two connection ends of the reinforcement structure are connected to the position with higher strength on the top wall. In addition the two connection ends are connected to the position with higher strength on the longitudinal beam, that is, the position with higher strength on the top wall and the position with higher strength on the longitudinal beam can directly transmit force, so that the installation tower can bear more Maintain structural stability under heavy loads.
  • the first support and/or the second support are integrally formed with the top wall.
  • the integration of the installation tower itself is higher, and the additional step of connecting the top wall with the first support member or the second support member is omitted, the manufacturing process of the installation tower is simplified, and the manufacturing precision is also higher.
  • the longitudinal beam is also provided with a stabilizer bar mounting seat for installing a transverse stabilizer bar.
  • the stabilizer bar mounting seat is arranged on the longitudinal beam. Since the longitudinal beam is integrally formed, the position accuracy of the stabilizer bar mounting seat is also higher, which is conducive to the rapid installation of the lateral stabilizer bar and the longitudinal beam.
  • a motor mounting seat is also provided on the longitudinal beam for mounting the driving motor.
  • the driving motor is installed on the longitudinal beam, and the longitudinal beam is closer to the driving wheels of the vehicle, so the power transmission efficiency of the driving motor is higher.
  • an automobile chassis including the longitudinal beam assembly of the first aspect, a driving device and a battery compartment, the driving device is used to provide driving force for the vehicle;
  • the battery compartment includes a battery compartment frame, The battery compartment frame is used to accommodate the battery, and the battery is used to provide power for the driving device;
  • the longitudinal beam assembly is detachably connected to the battery compartment frame.
  • both the driving device and the battery compartment are located on the chassis of the vehicle.
  • the battery When the battery is installed in the battery compartment, it can supply power to the driving device at a short distance and efficiently provide power to the driving device.
  • the drive device is mounted on the stringer assembly.
  • the battery is located in the battery compartment, the battery compartment is installed on the longitudinal beam assembly, and the driving device is installed on the longitudinal beam assembly, and the frame of the battery compartment is directly connected to the longitudinal beam assembly, which saves the original chassis.
  • the beams, longitudinal beams and other structures in the cab greatly reduce the number of parts of the vehicle, improve the space utilization of the chassis, facilitate the battery compartment to carry more batteries, and further improve the endurance performance of the vehicle.
  • the first suspension mounting part, the second suspension mounting part and the shock absorber mounting part are all integrated on the longitudinal beam assembly, and are integrally formed with the longitudinal beam assembly directly or indirectly, so that the longitudinal beam
  • the structure of the assembly is simpler and more compact, reducing the number of parts and manufacturing time, and reducing manufacturing costs;
  • the manufacturing process of the longitudinal beam assembly is simpler, the manufacturing time of the longitudinal beam assembly is shorter and the manufacturing cost is lower, and in the longitudinal beam assembly manufactured by integral molding, the first suspension mounting part, the second 2.
  • Fig. 1 is a schematic structural diagram of a longitudinal beam assembly provided by an embodiment of the present application.
  • Fig. 2 is a structural schematic diagram of a shock tower, a suspension lower arm and a suspension upper arm all mounted on a longitudinal beam assembly provided by an embodiment of the present application.
  • FIG. 3 is an enlarged structural schematic diagram of part A in FIG. 1 .
  • Fig. 4 is a schematic structural view of a longitudinal beam assembly provided by another embodiment of the present application.
  • FIG. 5 is a schematic structural view of a longitudinal beam assembly provided by an embodiment of the present application in which a stabilizer bar is installed.
  • Fig. 6 is a schematic structural view of a longitudinal beam assembly provided in yet another embodiment of the present application.
  • Fig. 7 is a schematic structural diagram of an automobile chassis provided by an embodiment of the present application.
  • multiple means more than two (including two), and similarly, “multiple groups” means more than two (including two).
  • connection or “connection” of mechanical structures It may refer to a physical connection, for example, a physical connection may be a fixed connection, such as a fixed connection through a fixture, such as a fixed connection through screws, bolts or other fasteners; a physical connection may also be a detachable connection, such as Mutual clamping or clamping connection; the physical connection may also be an integral connection, for example, welding, bonding or integrally formed connection for connection.
  • connection or “connection” of the circuit structure may not only refer to a physical connection, but also an electrical connection or a signal connection, for example, it may be a direct connection, that is, a physical connection, or an indirect connection through at least one intermediate component, As long as the circuit is connected, it can also be the internal connection of two components; besides the signal connection through the circuit, the signal connection can also refer to the signal connection through the media medium, for example, radio waves.
  • the chassis of a car is generally composed of longitudinal beams and crossbeams.
  • the longitudinal beams are used to support and connect the various parts and components of the car, so that the parts and components can maintain a relatively correct installation position and carry various loads inside and outside the car;
  • the crossbeams are used to ensure The torsional rigidity of the chassis and the ability to withstand longitudinal loads also support the major components on the car.
  • the chassis must have sufficient strength and rigidity to withstand the load of the car and the impact from the wheels.
  • the main component assembly includes the upper swing arm of the suspension and the shock absorber, which are generally installed on the chassis. Therefore, the manufacture of the chassis needs to reserve a structure for installing parts such as the upper swing arm of the suspension and the shock absorber, so as to facilitate the installation of subsequent parts.
  • the upper suspension arm and shock absorber of the car are installed on different parts, and there will inevitably be deviations in position and shape between different parts during the welding process, resulting in the suspension upper swing arm, shock absorber, etc.
  • the installation of shock absorbers and the like is difficult, and accordingly, the cost is further increased.
  • the embodiment of the present application provides a longitudinal beam assembly, which avoids the The installation error during the separate installation process between the upper swing arm installation part and the shock absorber installation part and the longitudinal beam improves the position accuracy of the upper swing arm installation part and the shock absorber installation part relative to the longitudinal beam, and simplifies the overall length of the longitudinal beam.
  • the complete manufacturing process reduces the manufacturing cost of the longitudinal beam assembly, and the structural safety and reliability of the longitudinal beam assembly are also higher.
  • Fig. 1 is a structural schematic diagram of a longitudinal beam assembly provided by an embodiment of the present application
  • Fig. 2 is a structural schematic diagram in which a shock tower, a suspension lower swing arm 30 and a suspension upper swing arm 40 are all installed on the longitudinal beam assembly
  • the longitudinal beam assembly provided by the embodiment of the present application includes a longitudinal beam 10 and a mounting tower 20; the longitudinal beam 10 is provided with a first suspension mounting part 101, and the first suspension mounting part 101 is used for The lower suspension arm 30 of the suspension; the installation tower 20 is provided with a shock absorber installation part 201 and a second suspension installation part 202, and the shock absorber installation part 201 is used for installing the shock absorber 50; the second suspension installation part 202 is used for The suspension upper swing arm 40 is installed; the installation tower 20 is installed on the longitudinal beam 10 .
  • the material of the longitudinal beam 10 is steel or aluminum alloy, and the longitudinal beam 10 can be straight or curved in a plane or in space; the cross section of the longitudinal beam 10 can be equal or non-equal cross section; its different positions
  • the cross-sectional shapes of the longitudinal beams 10 can be the same or different, for example, the cross-sectional shapes at different positions of the longitudinal beam 10 are all groove-shaped with one side open.
  • the longitudinal beam 10 may be of box type, and partitions are provided inside the box wall to connect any side walls in different directions, so as to strengthen the longitudinal beam 10 .
  • the longitudinal beam 10 itself is integrally formed, and the longitudinal beam 10 and the installation tower 20 are also integrally formed, for example, the longitudinal beam 10 and the installation tower 20 are integrally formed by a casting process.
  • the installation tower 20 is a protruding structure above the longitudinal beam 10, and its structure and shape have no special regulations, but because the installation tower 20 needs to install the shock absorber 50 and the upper swing arm 40 of the suspension, and the shock absorber 50 and the upper swing arm of the suspension
  • the arm 40 is an important part connecting the vehicle body and the chassis of the vehicle, and needs to bear relatively large lateral loads, longitudinal loads and torsional forces, and these forces will eventually be transmitted to the installation tower 20 through the shock absorber 50 and the upper swing arm 40 of the suspension. This is further transmitted to the stringer 10, and therefore, the mounting tower 20 needs to have sufficient strength and rigidity to bear these loads.
  • the shock absorber installation part 201 and the second suspension installation part 202 need to be set on the installation tower 20, therefore, it is necessary to reserve a space for suspension components such as the shock absorber 50 to be arranged between the installation tower 20 and the longitudinal beam 10.
  • the mounting tower 20 can be set in the form of a side opening, or the mounting tower 20 can be in the shape of a shell with a cavity inside to accommodate the shock absorber 50 and other suspension components connected to the upper swing arm 40 of the suspension.
  • the shock absorber mounting portion 201 can be a mounting hole, a mounting seat, or a component that can cooperate with the shock absorber 50 to install the shock absorber 50 , and this component can connect the shock absorber 50 to the mounting tower 20. Connection.
  • the shock absorber installation part 201 can be arranged on the upper part, the middle part or the lower part of the installation tower 20, depending on the height of the installation tower 20 and the height and structure of the shock absorber 50.
  • the second suspension mounting part 202 can also be a mounting hole, a mounting seat, or a structure that can cooperate with the upper suspension arm 40 to load the suspension upper swing arm 40, and can be carried out in this structure.
  • the second suspension mounts 202 are generally arranged in pairs. In order to make the second suspension mounting part 202 resist the load transmitted by the upper suspension arm 40 without damage and failure, the second suspension mounting part 202 is generally arranged on the mounting tower 20 where the strength is higher or the thickness is thicker.
  • the first suspension mounting part 101 is arranged on the longitudinal beam 10, and the first suspension mounting part 101 can be arranged in pairs or individually, as long as it corresponds to the number of suspension lower swing arms 30 of the designed chassis.
  • a suspension mounting part 101 can be disposed on the upper part, the lower part of the longitudinal beam 10 or the side of the longitudinal beam 10 . It should be noted that when the lower suspension arm 30 is installed on the first suspension installation part 101 and the upper suspension arm 40 is installed on the second suspension installation part 202, it is necessary to ensure that the upper suspension arm 40 and the suspension The lower arm 30 faces the same side of the side member 10 .
  • the first suspension mounting part 101, the second suspension mounting part 202 and the shock absorber mounting part 201 are all integrated on the longitudinal beam 10, and are directly or indirectly integrally formed with the longitudinal beam 10, which makes the longitudinal The structure of the beam assembly is simpler and more compact.
  • the manufacturing process of the stringer assembly in the embodiment of the present application is simpler, and the stringer The manufacturing time of the assembly is shorter, the manufacturing cost is lower, and in the longitudinal beam assembly manufactured by integral molding, the first suspension mounting part 101, the second suspension mounting part 202 and the shock absorber mounting part 201 There is no welding error, and their positions are more accurate, which reduces the difficulty of installing the subsequent suspension lower swing arm 30 , suspension upper swing arm 40 and shock absorber 50 , and improves installation efficiency.
  • the structural safety and reliability of the car chassis are also improved due to fewer welding spots and seams in the longitudinal beam assembly.
  • the installation tower 20 includes a top wall 203 and two first supports 204 , the shock absorber installation part 201 is arranged on the top wall 203 , and the two first supports 204 are arranged on both sides of the top wall 203 respectively, and connect the top wall 203 and the longitudinal beam 10 .
  • the top wall 203 can be a flat plate shape, square or other special-shaped structures, in order to improve the strength of the top wall 203, the top wall 203 can be made thicker, or a reinforced part can be made on the top wall 203, for example, a part of the top wall 203 is thickened, or on the top wall 203 Integral ribs are provided on the wall 203 to increase the strength of the top wall 203 .
  • the first supporting member 204 may be disposed on both sides of the top wall 203 along the length direction of the longitudinal beam 10 , or may be disposed on both sides of the width direction of the longitudinal beam 10 , which is not limited in this embodiment of the present application.
  • the cross-sectional shape of the first support member 204 perpendicular to its own length direction can be rectangular, triangular or circular, etc.
  • the cross-sectional shape of the first support member 204 perpendicular to its own length direction can be constant or can be change.
  • the top wall 203 and the longitudinal beam 10 are only connected from both sides of the top wall 203 by the first support member 204, so that there is a certain space between the lower part of the top wall 203 and the longitudinal beam 10, when the shock absorber 50 is installed on the top wall 203 When up, at least part of the shock absorber 50 may be located within the space.
  • the shock absorber mounting portion 201 may be a connecting hole, which is used for a bolt to pass through to be threadedly connected to one end of the shock absorber 50 .
  • the shock absorber mounting part 201 can also be of other structures, as long as the shock absorber 50 can be connected to the top wall 203 .
  • two first support members 204 are used to connect the top wall 203 from both sides of the top wall 203, so that the connection between the top wall 203 and the longitudinal beam 10 is more stable, and it can withstand the shock absorber 50 when the car is in use. and the load transmitted by the upper swing arm 40 of the suspension, and saves manufacturing materials, so that the overall weight of the longitudinal beam assembly is further reduced.
  • the first support The member 204 is provided with protruding reinforcing ribs or reinforcing grooves along the length direction, so that the first support member 204 has greater tensile and bending strength, so as to prevent the first support member 204 from being subjected to a large deformed by the load.
  • the two first support members 204 are gradually separated from each other, so that the two first support members 204 and the longitudinal beam 10 A triangular structure is formed between the beams 10 .
  • this setting also makes the space between the two first support members 204 larger, so that suspension components such as the shock absorber 50 and the upper swing arm 40 of the suspension can move in this space.
  • two suspension mounts 205 protrude downward from the top wall 203 , and the second suspension mount 202 is disposed between the suspension mounts 205 and the first support member 204 .
  • the suspension mount 205 and the first support member 204 jointly define the position of the second suspension mount 202, so that when the suspension upper swing arm 40 is installed to the suspension mount, it can be connected to the first support 204 or It can be connected with the suspension mounting seat 205, and can also be connected with the first support member 204 and the suspension mounting seat 205, so as to provide more installation possibilities and more load capacity for the installation of the upper swing arm 40 of the suspension.
  • the attachment point improves the stability of the mounting structure of the swing arm 40 on the suspension.
  • the suspension mount 205 is a protruding part of the lower surface of the top wall 203, in order to increase the load capacity of the suspension mount 205, in some embodiments, the horizontal section of the suspension mount 205 can be gradually increased from bottom to top , that is, the thickness or width of the suspension mounting seat 205 gradually increases from the direction away from the top wall 203 to the direction close to the top wall 203, so that the area where the suspension mounting seat 205 is combined with the top wall 203 is relatively large, so that it can be combined with the top wall The combination between 203 is more firm. When the load force borne by the upper suspension arm 40 is transmitted to the top wall 203 through the suspension mounting seat 205, the suspension mounting seat 205 is not easy to break due to a large load.
  • the second suspension installation part 202 includes two suspension upper swing arm installation points 2051, and each suspension upper swing arm installation point 2051 is arranged on a suspension installation base 205 and on a first support 204 .
  • the suspension upper swing arm installation point 2051 can be understood as the specific installation position of the suspension upper swing arm 40 , and the two suspension upper swing arm installation points 2051 can respectively install one suspension upper swing arm 40 .
  • the upper swing arm installation point 2051 of each suspension is arranged on a suspension mount 205 and a first support member 204, that is, a part of each suspension upper swing arm installation point 2051 is arranged on the suspension mount 205, and the other A part is set on the first support member 204, and the suspension mounting seat 205 and the first support member 204 where the two different suspension upper swing arm mounting points 2051 are located are different suspension mounting seats 205 and the first support member 204 .
  • each suspension upper swing arm 40 is connected with the first support member 204 and the suspension mounting seat 205 during installation, and the suspension upper swing arm 40 is installed more firmly.
  • the load on the suspension upper swing arm 40 during the use of the vehicle is transmitted to the two suspension upper swing arm mounting points 2051, and then through the two suspension suspension upper swing arm mounting points 2051 to the suspension mount 205 and the second suspension mount.
  • the suspension mounting seat 205 and the first support member 204 are directly or indirectly integrally formed with the longitudinal beam 10, so the suspension mounting seat 205 and the first support member 204 can withstand a relatively large force without Fracture damage does not occur, so the suspension upper swing arm 40 can bear a greater load force.
  • the installation tower 20 further includes two second support members 206, the two second support members 206 are arranged between the top wall 203 and the longitudinal beam 10, and the two The second support 206 is installed between the two first supports 204 .
  • the function of the second supporting member 206 is the same as or similar to that of the first supporting member 204, both for supporting and connecting between the top wall 203 and the longitudinal beam 10, so as to transmit the force from the vehicle body received by the top wall 203 to the longitudinal beam. Beam 10, and since the two second supports 206 are installed between the two first supports 204, therefore, the two second supports 206 bear more of the longitudinal direction from the top wall 203 to the longitudinal beam 10 force, while the two first support members 204 can withstand relatively large lateral force.
  • the second supporting member 206 may be in any shape.
  • the shapes of the second supporting member 206 and the first supporting member 204 may be the same or different, which is not limited in this embodiment of the present application.
  • the two second supports 206 and the two first supports 204 are jointly supported between the top wall 203 and the longitudinal beam 10, so that the structure of the installation tower 20 is more stable. It is not easy to overturn after the impact of 40.
  • the suspension mount 205 is connected to the second support 206 .
  • the suspension mount 205 and the second support member 206 may be integrally arranged, or connected by mechanical components, such as bolt connection, pin connection and the like.
  • connection between the suspension mounting seat 205 and the second support member 206 makes a mechanical connection between the suspension mounting seat 205 and the second support member 206.
  • the second support member 206 and the suspension mounting seat 205 can jointly bear the force from the suspension upper swing arm installation point 2051 on the suspension installation seat 205, so that the structural strength and structural reliability of the suspension installation part are stronger.
  • the first support member 204 is provided with a reinforcing part 207
  • the second suspension mounting part 202 is disposed between the suspension mounting seat 205 and the reinforcing part 207 .
  • the cross-sectional size of the first support member 204 where the reinforcing part 207 is located is increased, so the strength of the first support member 204 is also increased, which makes the suspension upper swing arm 40 installed behind the second suspension installation part 202 , the second suspension installation part 202 can bear a relatively large load force, and the suspension upper swing arm installation point 2051 provided on the first support member 204 is not easy to be damaged.
  • the installation tower 20 further includes a reinforcement structure 208, the reinforcement structure 208 is "X" shaped, and the reinforcement structure 208 has four connection ends 2081, wherein two connection ends 2081 are connected to the top wall 203 , the other two connecting ends 2081 are connected to the longitudinal beam 10 .
  • the reinforcement structure 208 can be an integrally formed "X” shape, or an assembled “X” shape.
  • the reinforcement structure 208 is a metal material with high strength and hardness such as steel or aluminum alloy.
  • the plane where the reinforcement structure 208 is located can be It is parallel to the longitudinal direction of the longitudinal beam 10, or may have a certain angle with the longitudinal direction of the longitudinal beam 10, which is not limited in this embodiment of the present application.
  • the reinforcing structure 208 is supported between the top wall 203 and the longitudinal beam 10, and the special shape of the reinforcing structure 208 makes a triangular structure formed between the reinforcing structure 208 and the top wall 203, and a triangular structure is also formed between the reinforcing structure 208 and the longitudinal beam 10,
  • the bearing capacity of the installation tower 20 to the longitudinal load is enhanced, and the bearing capacity to the lateral torsional force is also enhanced, and the structure of the installation tower 20 is more stable.
  • connection end 2081 connected to the top wall 203 is connected to the intersection of the top wall 203 and the first support 204 or the second support 206 , and the two connections connected to the longitudinal beam 10
  • the end 2081 is connected to the intersection of the longitudinal beam 10 and the first supporting member 204 or the second supporting member 206 .
  • the strength is often higher at the intersection of the two components, so in this embodiment, by setting the connection position of the reinforcement structure 208, the two connection ends 2081 of the reinforcement structure 208 are connected to the top wall 203 with higher strength. position, the other two connection ends 2081 are connected to the higher strength position on the longitudinal beam 10, that is, the force transmission can be directly performed between the higher strength position on the top wall 203 and the higher strength position on the longitudinal beam 10 , so that the installation tower 20 can bear a larger load and keep the structure stable.
  • first support member 204 and/or the second support member 206 are integrally formed with the top wall 203 .
  • the above technical solution may specifically be that the first support 204 is integrally formed with the top wall 203 , the second support 206 is integrally formed with the top wall 203 , or both the first support 204 and the second support 206 are integrally formed with the top wall 203 .
  • the integration of the installation tower 20 itself is higher, and the step of additional connection between the top wall 203 and the first support member 204 or the second support member 206 is omitted, the manufacturing process of the installation tower 20 is simplified, and the manufacturing accuracy is also improved. higher.
  • the longitudinal beam 10 is further provided with a stabilizer bar mounting seat 102 for installing the transverse stabilizer bar 60 .
  • the stabilizer bar When the stabilizer bar is installed, it can be installed directly through the stabilizer bar mounting seat 102 provided on the longitudinal beam 10, without using additional parts to connect with the stabilizer bar 60 and the longitudinal beam assembly separately, which simplifies the installation of the stabilizer bar 60 A step of.
  • the stabilizer bar mounting seat 102 is arranged on the longitudinal beam 10 , since the longitudinal beam 10 is integrally formed, the position accuracy of the stabilizer bar mounting seat 102 is also higher, which is beneficial for quick installation of the lateral stabilizer bar and the longitudinal beam 10 .
  • a motor mounting base 103 is provided on the longitudinal beam 10 for mounting a driving motor.
  • the motor mounting base 103 has a surface matched with at least one surface of the motor, and a hole for connecting the motor is provided on the surface for bolts passing through to connect the drive motor to the motor mounting base 103 .
  • the driving motor is installed on the longitudinal beam 10 through the motor mounting seat 103, and the longitudinal beam 10 is closer to the driving wheels of the vehicle, so the power transmission efficiency of the driving motor is higher.
  • the distance between the driving motor and the wheels of the vehicle is closer, the mechanical transmission components between the driving motor and the wheels are reduced, the structure of the driving system of the vehicle is simplified, and the weight of the vehicle is lighter.
  • a car chassis includes a driving device 100 and a battery compartment, the driving device 100 is used to provide driving force for the vehicle;
  • the battery compartment includes a battery compartment frame 90 , the battery compartment frame 90 is used to accommodate batteries, and the battery is used to provide power for the driving device 100 ;
  • the longitudinal beam assembly is detachably connected to the battery compartment frame 90 .
  • the driving device 100 may be a motor, a driving motor, etc., and the driving device 100 may be connected to the longitudinal beam, for example, the driving device 100 is connected to the motor mount 103 on the longitudinal beam 10 .
  • the battery compartment frame 90 can be a square frame or other polygonal frame, and can include multiple transverse structural members and longitudinal structural members, which form a space for accommodating batteries, and the frame structure can reduce the weight of the battery compartment. And it is beneficial to the heat dissipation of the battery; the battery can be in the form of a plurality of battery cells, or in the form of a plurality of battery modules; a plurality of intermediate transverse members and/or intermediate longitudinal members can also be arranged inside the battery compartment frame 90 to form multiple compartments.
  • the battery is installed on the battery compartment frame 90 and fixed thereto.
  • the battery provides power for the driving device 100, so that the driving device 100 provides driving force for the vehicle, and the driving force can be used for starting, navigating, and working power requirements during the operation of the vehicle. wait.
  • both the driving device 100 and the battery compartment are located on the chassis of the vehicle.
  • the battery When the battery is installed in the battery compartment 90 , it can supply power to the driving device 100 in a short distance and efficiently provide power for the driving device 100 .
  • the frame 90 of the battery compartment is directly connected to the longitudinal beam assembly, which saves the structure of the beam and longitudinal beam in the driver's cab of the original chassis, greatly reduces the number of parts of the vehicle, improves the space utilization rate of the chassis, and is beneficial to the battery compartment. Equipped with more batteries to further improve the endurance performance of the vehicle.
  • the battery is installed on the transverse structural member of the battery compartment frame 90 and is detachably connected to the transverse structural member by bolts or other structures.
  • the drive device 100 is mounted on the side member assembly.
  • the battery is located in the battery compartment 90, the battery compartment 90 is installed on the longitudinal beam assembly, and the driving device 100 is also installed on the longitudinal beam assembly, therefore, a relatively fixed relationship between the battery and the driving device 100 can be maintained. Positional relationship, so as to provide power for the driving device 100 stably.
  • the driving device is a motor, and the motor is directly installed on the motor mounting seat 103 of the longitudinal beam 10 of the longitudinal beam assembly.
  • the automobile chassis includes two longitudinal beam assemblies, the longitudinal beams 10 in the two longitudinal beam assemblies are arranged on the bottom of the vehicle body parallel to each other along the length direction of the vehicle body, and the two longitudinal beams 10 There are one or more crossbeams 70.
  • the crossbeams 70 can also be made of steel or aluminum alloy with excellent rigidity and strength.
  • the crossbeams 70 and the longitudinal beams 10 can be welded or bolted. fixed.
  • the crossbeam 70 connects the two longitudinal beam assemblies into a whole.
  • the two longitudinal beam assemblies are subjected to different forces.
  • the crossbeam 70 In this process, the force of the two longitudinal beam assemblies can be balanced, so that the two longitudinal beam assemblies can be stressed synchronously, thereby ensuring the torsional rigidity of the automobile chassis.
  • the cross beam 70 can also be used to bear a certain longitudinal load , and support the main components on the car.
  • the vehicle further includes an anti-collision beam 80 , which is respectively connected to the longitudinal beams 10 of the two longitudinal beam assemblies, and the connection method may be welding or bolting.
  • the anti-collision beam 80 first bears the impact force and absorbs part of the collision energy, and the remaining collision energy is transmitted to the longitudinal beam 10 and the vehicle body. The damage of the longitudinal beam of the body, the protection of the main structure of the body and the function of improving the safety performance of the car.
  • the battery compartment frame 90 can be connected to the end of the longitudinal beam 10, and the battery compartment frame 90 can also be connected between the two longitudinal beams 10 of the two longitudinal beam assemblies, or The battery compartment frame 90 can also be fixed on the crossbeam 70.
  • FIG. 7 only shows a schematic diagram of the connection between the battery compartment frame 90 and the ends of the two longitudinal beams 10. Those skilled in the art can speculate or reasonably imagine the battery compartment frame 90 based on this. Other connection methods between the cabin frame 90 and the longitudinal beam assembly will not be repeated in this embodiment of the present application.
  • the embodiment of the present application integrates the first suspension mounting part 101 , the second suspension mounting part 202 and the shock absorber mounting part 201 on the longitudinal beam 10 , and directly or indirectly Integral molding makes the structure of the longitudinal beam assembly simpler and more compact.
  • the longitudinal beam assembly in the embodiment of the present application is manufactured in a process It is simpler, the manufacturing time of the longitudinal beam assembly is shorter and the manufacturing cost is lower, and in the longitudinal beam assembly manufactured in an integral molding manner, the first suspension mounting part 101, the second suspension mounting part 202 and the There is no welding error in the shock mounting part 201, and its position is more accurate, which reduces the difficulty of subsequent installation of the lower suspension arm 30, the upper suspension arm 40 and the shock absorber 50, and improves the installation efficiency.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

本申请涉及汽车的技术领域，尤其涉及一种纵梁总成及汽车底盘。纵梁总成包括一体成型的纵梁和安装塔，安装塔安装在纵梁上；纵梁设有第一悬架安装部，第一悬架安装部用于安装悬架下摆臂；安装塔上设有减震器安装部和第二悬架安装部，减震器安装部用于安装减震器；第二悬架安装部用于安装悬架上摆臂。本申请实施例提供的一种纵梁总成及汽车底盘，其通过将悬架上摆臂安装部和减震器安装部集成到纵梁上，并与纵梁一体成型，避免了悬架上摆臂安装部和减震器安装部与纵梁之间另行安装过程中的安装误差，提高了上摆臂安装部和减震器安装部相对于纵梁的位置精度，简化了纵梁总成的制造工艺和降低了纵梁总成的制造成本。

Description

一种纵梁总成及汽车底盘 技术领域
本申请涉及汽车的技术领域，尤其涉及一种纵梁总成及汽车底盘。
背景技术
汽车底盘一般由各种纵梁、横梁、底板等组成，纵梁用于支撑、连接汽车各零部件总成，使各零部件总成保持相对正确的安装位置，并承载汽车内外的各种载荷；横梁用来保证底盘的扭转刚度和承受纵向载荷，还可以支撑汽车上的主要部件。底盘必须具有足够的强度和刚度，以承受汽车的载荷和从车轮传来的冲击。
其中，主要的零部件总成包括悬架上摆臂和减震器，一般将其安装在底盘上。因此，底盘的制造需要预留出安装悬架上摆臂和减震器等零部件的结构，以便于后续零部件的安装。
但是，即使严格按照悬架上摆臂和减震器等零部件的安装要求制造底盘，在安装悬架上摆臂和减震器等零部件时，依然由于底盘上预留的安装结构存在精度偏差而导致悬架上摆臂、减震器等部件安装困难，安装耗时更长，成本也更高。
因此，如何解决零部件在底盘上安装困难的问题，成为本领域亟需解决的问题。
发明内容
鉴于上述问题，本申请实施例提供了一种纵梁总成及汽车底盘，其通过将悬架上摆臂安装部和减震器安装部集成到纵梁上，并与纵梁一体成型，避免了悬架上摆臂安装部和减震器安装部与纵梁之间另行安装过程中的安装误差，提高了上摆臂安装部和减震器安装部相对于纵梁的位置精度，简化了纵梁总成的制造工艺和降低了纵梁总成的制造成本。
根据本申请实施例的一个方面，提供了一种纵梁总成，纵梁总成包括一体成型的纵梁和安装塔；纵梁设有第一悬架安装部，第一悬架安装部用于安装悬架下摆臂；安装塔上设有减震器安装部和第二悬架安装 部，减震器安装部用于安装减震器；第二悬架安装部用于安装悬架上摆臂，且安装塔安装在纵梁上。
通过采用上述方案，第一悬架安装部、第二悬架安装部和减震器安装部均集成在纵梁上，并与纵梁直接或者间接的一体成型，这使得纵梁总成的结构更加简单紧凑，相比于现有技术中各安装部通过焊接结合在纵梁上的方式，本申请实施例中的纵梁总成在制造过程中工艺更加简单，纵梁总成的制造时间更短、制造成本更低，并且采用一体成型的方式制造出的纵梁总成中，第一悬架安装部、第二悬架安装部和减震器安装部不存在焊接误差，其位置都更加精确，降低了后续的悬架下摆臂、悬架上摆臂和减震器的安装难度，提高了安装效率。
在一些实施例中，安装塔包括顶壁和两个第一支撑件，减震器安装部设于顶壁上，两个第一支撑件分别设于顶壁的两侧，并连接顶壁和纵梁。
通过采用上述方案，采用两个第一支撑件从顶壁两侧连接顶壁，使得顶壁与纵梁之间的连接更加稳定，能够承受汽车在使用过程中减震器和悬架上摆臂传递的载荷，并且节约了制造材料，使得纵梁总成整体的重量进一步减轻。
在一些实施例中，从顶壁到纵梁的方向上，两个第一支撑件之间逐渐远离，以使两个第一支撑件与纵梁之间形成三角形结构。
通过采用上述方案，两个第一支撑件与纵梁之间形成三角形结构，三角形结构的稳定性更高，使得安装塔在使用过程中能够承受更大的载荷力而不发生变形。
在一些实施例中，从顶壁向下突出有两个悬架安装座，第二悬架安装部设置在悬架安装座和第一支撑件之间。
通过采用上述方案，悬架安装座和第一支撑件共同限定出第二悬架安装部的位置，使得悬架上摆臂向悬架安装部安装时，既可以与第一支撑件连接，也可以与悬架安装座连接，也可以与第一支撑件和悬架安装座均连接，从而为悬架上摆臂的安装提供更多的安装可能性和更多的载荷力的附着点，提高悬架上摆臂的安装结构的稳定性。
在一些实施例中，第二悬架安装部包括两个悬架上摆臂安装点， 每个悬架上摆臂安装点设置在一个悬架安装座和一个第一支撑件上。
通过采用上述方案，每个悬架上摆臂在安装时与第一支撑件和悬架安装座均连接，悬架上摆臂安装的更加牢固。悬架上摆臂在汽车使用过程中所承受的载荷传递到两个悬架上摆臂安装点上，再通过两个悬架上摆臂安装点传递到悬架安装座和第一支撑件上，而悬架安装座、第一支撑件均直接或者间接的与纵梁一体成型，因此悬架安装座和第一支撑件均能够承受较大的力而不发生断裂损坏，所以悬架上摆臂能够承受更大的载荷力。
在一些实施例中，安装塔还包括两个第二支撑件，两个第二支撑件设置在顶壁与纵梁之间，且两个第二支撑件安装在两个第一支撑件之间。
通过采用上述方案，两个第二支撑件和两个第一支撑件共同支撑在顶壁与纵梁之间，使得安装塔的结构更加稳定，在承受来自减震器和悬架上摆臂的冲击之后不容易发生倾覆。
在一些实施例中，悬架安装座与第二支撑件连接。
通过采用上述方案，汽车在使用过程中，第二支撑件与悬架安装座共同承受来自悬架安装座上的悬架上摆臂安装点的力，使得悬架安装部的可靠性更强。
在一些实施例中，第一支撑件设有加强部，第二悬架安装部设置在悬架安装座和加强部之间。
通过采用上述方案，加强部所在处的第一支撑件的强度增加，这使得悬架上摆臂安装在第二悬架安装部之后，第二悬架安装部能够承受较大的载荷力，且设置在第一支撑件上的悬架上摆臂安装点不会发生损坏。
在一些实施例中，安装塔还包括加强结构，加强结构呈“X”形，且加强结构具有四个连接端，其中两个连接端连接顶壁，另外两个连接端连接纵梁。
通过采用上述方案，加强结构支撑在顶壁与纵梁之间，且加强结构的特殊形状使得加强结构与顶壁之间形成三角形结构，加强结构与纵梁之间同样形成三角形结构，整个安装塔的结构更加稳定。
在一些实施例中，与顶壁连接的连接端连接于顶壁与第一支撑件或第二支撑件相交处，与纵梁连接的两个连接端连接于纵梁与第一支撑件或第二支撑件相交处。
通过采用上述方案，在两个部件相交处往往强度更高，因此本实施例通过设定加强结构的连接位置，使得加强结构的其中两个连接端连接在顶壁上强度较高的位置，另外两个连接端连接在纵梁上的强度较高的位置，即顶壁上强度较高的位置与纵梁上强度较高的位置之间能够直接进行力的传递，从而使安装塔能够承受更大的载荷而保持结构稳定。
在一些实施例中，第一支撑件和/或第二支撑件与顶壁一体成型。
通过采用上述方案，安装塔自身的集成性更高，并且省去了顶壁与第一支撑件或第二支撑件额外连接的步骤，安装塔的制造工艺简化，制造精度也更高。
在一些实施例中，纵梁上还设有稳定杆安装座，用于安装横向稳定杆。
通过采用上述方案，横向稳定杆在安装时，通过设置在纵梁上的稳定杆安装座直接安装即可，无需使用额外的部件与横向稳定杆和纵梁总成分别连接，简化了横向稳定杆安装的步骤。此外，将稳定杆安装座设置在纵梁上，由于纵梁一体成型，所以稳定杆安装座的位置精度也更高，有利于横向稳定杆与纵梁的快速安装。
在一些实施例中，纵梁上还设有电机安装座，用于安装驱动电机。
通过采用上述方案，驱动电机安装在纵梁上，纵梁更加靠近汽车的驱动轮，所以驱动电机的动力传递效率更高。
根据本申请实施例的另一方面，提供了一种汽车底盘，包括第一方面的纵梁总成、驱动装置和电池舱，驱动装置用于为车辆提供驱动力；电池舱包括电池舱框架，电池舱框架用于容纳电池，电池用于为驱动装置提供动力；纵梁总成与电池舱框架可拆卸连接。
通过采用上述方案，驱动装置和电池舱均位于车辆底盘，当电池安装在电池舱内后，可以近距离的为驱动装置供电，高效地为驱动装置提供动力。
在一些实施例中，驱动装置安装在纵梁总成上。
通过采用上述方案，电池位于电池舱内，电池舱安装在纵梁总成上，而驱动装置安装在纵梁总成上，电池舱框架与纵梁总成直接连接，省去了原有底盘的驾驶室部位的横梁、纵梁等结构，大幅减少了车辆的零件数，提高了底盘的空间利用率，有利于电池舱搭载更多的电池，进一步提升车辆的续航性能。
本申请实施例通过将第一悬架安装部、第二悬架安装部和减震器安装部均集成在纵梁总成上，并与纵梁总成直接或者间接的一体成型，使得纵梁总成的结构更加简单紧凑，减少了零部件的数量、制造的时间，降低了制造成本；相比于现有技术中各安装部通过焊接结合在纵梁上的方式，本申请实施例中的纵梁总成在制造过程中工艺更加简单，纵梁总成的制造时间更短、制造成本更低，并且采用一体成型的方式制造出的纵梁总成中，第一悬架安装部、第二悬架安装部和减震器安装部不存在焊接误差，其位置都更加精确，降低了后续的悬架下摆臂、悬架上摆臂和减震器的安装难度，提高了安装效率。
上述说明仅是本申请实施例技术方案的概述，为了能够更清楚了解本申请实施例的技术手段，而可依照说明书的内容予以实施，并且为了让本申请实施例的上述和其它目的、特征和优点能够更明显易懂，以下特举本申请的具体实施方式。
附图说明
为了更清楚地说明本申请实施例的技术方案，下面将对实施例描述中所需要使用的附图作一简单地介绍，显而易见地，下面描述中的附图是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其它的附图。
图1为本申请一实施例提供的纵梁总成的结构示意图。
图2为减震塔、悬架下摆臂和悬架上摆臂均装在本申请一实施例提供的纵梁总成上的结构示意图。
图3为图1中A部分的放大结构示意图。
图4为本申请另一实施例提供的纵梁总成的结构示意图。
图5为横向稳定杆安装在本申请一实施例提供的纵梁总成的结构示意图。
图6为本申请再一实施例提供的纵梁总成的结构示意图。
图7为本申请一实施例提供的汽车底盘的结构示意图。
附图标记说明：10、纵梁；101、第一悬架安装部；102、稳定杆安装座；103、电机安装座；20、安装塔；201、减震器安装部；202、第二悬架安装部；203、顶壁；204、第一支撑件；205、悬架安装座；2051、悬架上摆臂安装点；206、第二支撑件；207、加强部；208、加强结构；2081、连接端；30、悬架下摆臂；40、悬架上摆臂；50、减震器；60、横向稳定杆；70、横梁；80、防撞梁；90、电池舱框架；100、驱动装置。
具体实施方式
为使本申请实施例的目的、技术方案和优点更加清楚，下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其它实施例，都属于本申请保护的范围。
除非另有定义，本文所使用的所有的技术和科学术语与属于本申请的技术领域的技术人员通常理解的含义相同；本文中在申请的说明书中所使用的术语只是为了描述具体的实施例的目的，不是旨在于限制本申请。
本申请的说明书和权利要求书及附图说明中的术语“包括”和“具有”以及它们的任何变形，意图在于覆盖而不排除其它的内容。单词“一”或“一个”并不排除存在多个。
在本文中提及“实施例”意味着，结合实施例描述的特定特征、结构或特性可以包含在本申请的至少一个实施例中。在说明书中的各个位置出现该短语“实施例”并不一定均是指相同的实施例，也不是与其它实施例互斥的独立的或备选的实施例。本领域技术人员显式地和隐式地理解的是，本文所描述的实施例可以与其它实施例相结合。
本文中术语“和/或”，仅仅是一种描述关联对象的关联关系，表 示可以存在三种关系，例如，A和/或B，可以表示：单独存在A，同时存在A和B，单独存在B这三种情况。另外，本文中字符“/”，一般表示前后关联对象是一种“或”的关系。
下述描述中出现的方位词均为图中示出的方向，并不是对本申请的纵梁总成或汽车底盘的具体结构进行限定。例如，在本申请的描述中，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
此外，诸如X方向、Y方向以及Z方向等用于说明本实施例的纵梁总成或汽车底盘的各构件的操作和构造的指示方向的表述不是绝对的而是相对的，且尽管当电池包的各构件处于图中所示的位置时这些指示是恰当的，但是当这些位置改变时，这些方向应有不同的解释，以对应所述改变。
此外，本申请的说明书和权利要求书或上述附图中的术语“第一”、“第二”等是用于区别不同对象，而不是用于描述特定顺序，可以明示或者隐含地包括一个或者更多个该特征。
在本申请的描述中，除非另有说明，“多个”的含义是指两个以上(包括两个)，同理，“多组”指的是两组以上(包括两组)。
在本申请的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，机械结构的“相连”或“连接”可以是指物理上的连接，例如，物理上的连接可以是固定连接，例如通过固定件固定连接，例如通过螺丝、螺栓或其它固定件固定连接；物理上的连接也可以是可拆卸连接，例如相互卡接或卡合连接；物理上的连接也可以是一体地连接，例如，焊接、粘接或一体成型形成连接进行连接。电路结构的“相连”或“连接”除了可以是指物理上的连接，还可以是指电连接或信号连接，例如，可以是直接相连，即物理连接，也可以通过中间至少一个元件间接相连，只要达到电路相通即可，还可 以是两个元件内部的连通；信号连接除了可以通过电路进行信号连接外，也可以是指通过媒体介质进行信号连接，例如，无线电波。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本申请中的具体含义。
汽车底盘一般由纵梁和横梁组成，纵梁用于支撑、连接汽车各零部件总成，使各零部件总成保持相对正确的安装位置，并承载汽车内外的各种载荷；横梁用来保证底盘的扭转刚度和承受纵向载荷，还可以支撑汽车上的主要部件。底盘必须具有足够的强度和刚度，以承受汽车的载荷和从车轮传来的冲击。
其中，主要的零部件总成包括悬架上摆臂和减震器，一般将其安装在底盘上。因此，底盘的制造需要预留出安装悬架上摆臂和减震器等零部件的结构，以便于后续零部件的安装。
但是，即使严格按照悬架上摆臂和减震器等零部件的安装要求制造底盘，在安装悬架上摆臂和减震器等零部件时，依然由于底盘上预留的安装结构存在精度偏差而导致悬架上摆臂、减震器等部件安装困难，安装耗时更长，成本也更高。
发明人经过研究发现，这是由于目前市场上的大部分车型的纵梁是由多个零部件焊接而成，对应于不同的零部件需要开发不同的模具以铸造成型对应的零部件。此外，由于汽车的悬架上摆臂、减震器等安装在不同的零部件上，而不同的零部件之间在焊接过程中难免存在位置和形状上的偏差，导致悬架上摆臂、减震器等安装困难，相应的，成本也进一步提高。
另外，由于焊接后的底盘存在大量的焊点、焊缝，汽车底盘的结构安全性和可靠性也严重降低。
有鉴于此，本申请实施例提供了一种纵梁总成，其通过将悬架上摆臂安装部和减震器安装部集成到纵梁上，并与纵梁一体成型，避免了悬架上摆臂安装部和减震器安装部与纵梁之间另行安装过程中的安装误差，提高了上摆臂安装部和减震器安装部相对于纵梁的位置精度，简化了纵梁总成的制造工艺和降低了纵梁总成的制造成本，并且，纵梁总成的结构安全性和可靠性也更高。
图1为本申请一实施例提供的纵梁总成的结构示意图，图2为减震塔、悬架下摆臂30和悬架上摆臂40均装在纵梁总成上的结构示意图，如图1和图2所示，本申请实施例提供的纵梁总成包括纵梁10和安装塔20；纵梁10设有第一悬架安装部101，第一悬架安装部101用于安装悬架下摆臂30；安装塔20上设有减震器安装部201和第二悬架安装部202，减震器安装部201用于安装减震器50；第二悬架安装部202用于安装悬架上摆臂40；安装塔20安装在纵梁10上。
纵梁10的材料为钢铁或铝合金，纵梁10可以是直的，也可以在平面内或者空间内做成弯曲的；纵梁10的截面可以是等截面或非等截面的；其不同位置的截面形状可以相同也可以不同，例如，纵梁10不同位置的断面形状均为一侧开口的槽型。此外，纵梁10可以是箱式的，箱壁内部设有隔板来连接任意不同方向的侧壁，以对纵梁10进行加强。
纵梁10自身一体成型，且纵梁10与安装塔20也是一体成型，例如纵梁10与安装塔20采用铸造工艺一体成型。
安装塔20是纵梁10上方突出的结构，其结构和形状无特殊规定，但是由于安装塔20上需要安装减震器50和悬架上摆臂40，而减震器50和悬架上摆臂40是连接车身与汽车底盘的重要部件，需要承受较大的横向载荷、纵向载荷和扭转力，而这些受力最终将通过减震器50和悬架上摆臂40传递到安装塔20，进而传递到纵梁10，因此，安装塔20需要有足够的强度和刚度来承受这些载荷。
由于安装塔20上需要设置减震器安装部201和第二悬架安装部202，因此，安装塔20与纵梁10之间需要预留出供减震器50等悬挂部件设置的空间，因此，安装塔20可以设置成侧开口的形式，或者安装塔20为壳状，其内部具有容纳腔，以容纳减震器50及与悬架上摆臂40连接的其他悬挂部件。
如图1所示，减震器安装部201可以是安装孔、安装座或者能够与减震器50配合以将减震器50装入的部件，该部件能够进行减震器50与安装塔20的连接。减震器安装部201可以设置在安装塔20的上部、中部或者下部，取决于安装塔20的高度和减震器50的高度及结构。
如图1所示，第二悬架安装部202也可以是安装孔、安装座或者 能够与悬架上摆臂40配合以将悬架上摆臂40装入的结构，在该结构内能够进行悬架上摆臂40与安装塔20的连接。第二悬架安装部202一般成对设置。为了使第二悬架安装部202能够抵抗悬架上摆臂40传递的载荷而不发生损坏失效，第二悬架安装部202一般设置在安装塔20上强度较大或者厚度较厚的位置。
第一悬架安装部101设置在纵梁10上，第一悬架安装部101可以成对设置，也可以单个设置，只要与设计的底盘的悬架下摆臂30的数量对应起来即可，第一悬架安装部101可以设置在纵梁10的上部、下部或者纵梁10的侧方。需要注意的是，当悬架下摆臂30安装在第一悬架安装部101，以及悬架上摆臂40安装在第二悬架安装部202之后，需要确保悬架上摆臂40和悬架下摆臂30朝向纵梁10的同一侧。
通过采用上述方案，第一悬架安装部101、第二悬架安装部202和减震器安装部201均集成在纵梁10上，并与纵梁10直接或者间接的一体成型，这使得纵梁总成的结构更加简单紧凑，相比于现有技术中各安装部通过焊接结合在纵梁10上的方式，本申请实施例中的纵梁总成在制造过程中工艺更加简单，纵梁总成的制造时间更短、制造成本更低，并且采用一体成型的方式制造出的纵梁总成中，第一悬架安装部101、第二悬架安装部202和减震器安装部201不存在焊接误差，其位置都更加精确，降低了后续的悬架下摆臂30、悬架上摆臂40和减震器50的安装难度，提高了安装效率。此外，由于纵梁总成中的焊点、焊缝减少，因此汽车底盘的结构安全性和可靠性也得到了提升。
如图1和图2所示，在一些实施例中，安装塔20包括顶壁203和两个第一支撑件204，减震器安装部201设于顶壁203上，两个第一支撑件204分别设于顶壁203的两侧，并连接顶壁203和纵梁10。
由于第一支撑件204用于连接顶壁203和纵梁10，因此，相较于第一支撑件204而言，顶壁203与纵梁10之间的距离较远，顶壁203可以是平板形、方形或者其他异形结构，为了提高顶壁203的强度，可以将顶壁203做的较厚，或者在顶壁203上做加强部分，例如对顶壁203的局部进行加厚，或者在顶壁203上设置一体成型的加强筋，从而提高顶壁203的强度。
第一支撑件204可以设置在顶壁203沿纵梁10的长度方向的两侧，也可以设置在纵梁10宽度方向的两侧，本申请实施例对此不作限定。第一支撑件204在垂直于自身长度方向的截面形状可以是矩形、三角形或圆形等，此外，第一支撑件204的在垂直于自身长度方向的截面形状可以是不变的，也可以是变化的。通过第一支撑件204仅从顶壁203的两侧连接顶壁203和纵梁10，使得顶壁203中部下方与纵梁10之间具有一定的空间，当减震器50安装在顶壁203上时，减震器50的至少部分可以位于该空间内。
在一些实施例中，减震器安装部201可以是连接孔，连接孔用于供螺栓穿过而与减震器50一端进行螺纹连接。当然，减震器安装部201也可以是其他结构，只要能够将减震器50连接到顶壁203上即可。
通过采用上述方案，采用两个第一支撑件204从顶壁203两侧连接顶壁203，使得顶壁203与纵梁10之间的连接更加稳定，能够承受汽车在使用过程中减震器50和悬架上摆臂40传递的载荷，并且节约了制造材料，使得纵梁总成整体的重量进一步减轻。
由于减震器50和悬架上摆臂40所承受的载荷需要通过第一支撑件204传递到纵梁10，因此，在一些实施例中，为了加强第一支撑件204的强度，第一支撑件204沿长度方向设有突出的加强棱或者加强凹槽，以使第一支撑件204具有较大的抗拉和抗弯强度，以防止在汽车行驶过程中第一支撑件204因承受较大的载荷而发生变形。
如图1和图2所示，在一些实施例中，从顶壁203到纵梁10的方向上，两个第一支撑件204之间逐渐远离，以使两个第一支撑件204与纵梁10之间形成三角形结构。
通过采用上述方案，两个第一支撑件204与纵梁10之间形成三角形结构，三角形结构的稳定性更高，使得安装塔20在使用过程中能够承受更大的载荷力而不发生变形，此外，该设置还使得两个第一支撑件204之间的空间更大，从而便于减震器50和悬架上摆臂40等悬挂部件在该空间内活动。
如图1所示，在一些实施例中，从顶壁203向下突出有两个悬架安装座205，第二悬架安装部202设置在悬架安装座205和第一支撑件 204之间。
悬架安装座205和第一支撑件204共同限定出第二悬架安装部202的位置，使得悬架上摆臂40向悬架安装部安装时，既可以与第一支撑件204连接，也可以与悬架安装座205连接，也可以与第一支撑件204和悬架安装座205均连接，从而为悬架上摆臂40的安装提供更多的安装可能性和更多的载荷力的附着点，提高悬架上摆臂40的安装结构的稳定性。
悬架安装座205为顶壁203下表面的突出部分，为了增大悬架安装座205的载荷能力，在一些实施例中，可以使悬架安装座205的水平截面从下到上逐渐增大，即悬架安装座205的厚度或宽度从远离顶壁203到靠近顶壁203的方向上逐渐增大，这样设置使得悬架安装座205与顶壁203结合的面积较大，从而与顶壁203之间结合的更加牢固，当悬架上摆臂40所承受的载荷力通过悬架安装座205传递给顶壁203时，悬架安装座205不容易因载荷较大而发生断裂。
如图3所示，在一些实施例中，第二悬架安装部202包括两个悬架上摆臂安装点2051，每个悬架上摆臂安装点2051设置在一个悬架安装座205和一个第一支撑件204上。
悬架上摆臂安装点2051可以理解为悬架上摆臂40具体的安装位置，两个悬架上摆臂安装点2051能够分别安装一个悬架上摆臂40。
每个悬架上摆臂安装点2051设置在一个悬架安装座205和一个第一支撑件204上，也即每个悬架上摆臂安装点2051一部分设置在悬架安装座205上，另一部分设置在第一支撑件204上，且两个不同的悬架上摆臂安装点2051所在的悬架安装座205和第一支撑件204为不同的悬架安装座205和第一支撑件204。
通过采用上述方案，每个悬架上摆臂40在安装时与第一支撑件204和悬架安装座205均连接，悬架上摆臂40安装的更加牢固。悬架上摆臂40在汽车使用过程中所承受的载荷传递到两个悬架上摆臂安装点2051上，再通过两个悬架上摆臂安装点2051传递到悬架安装座205和第一支撑件204上，而悬架安装座205、第一支撑件204均直接或者间接的与纵梁10一体成型，因此悬架安装座205和第一支撑件204均能够承受较大的力而不发生断裂损坏，故而悬架上摆臂40能够承受更大的载荷 力。
如图1和图2所示，在一些实施例中，安装塔20还包括两个第二支撑件206，两个第二支撑件206设置在顶壁203与纵梁10之间，且两个第二支撑件206安装在两个第一支撑件204之间。
第二支撑件206与第一支撑件204的作用相同或相类似，都是为了在顶壁203与纵梁10之间形成支撑和连接，以将顶壁203受到的来自车身的力传递到纵梁10，而由于两个第二支撑件206安装在两个第一支撑件204之间，因此，两个第二支撑件206所承受的更多的是从顶壁203到纵梁10的纵向力，而两个第一支撑件204则能够承受较大的横向力。第二支撑件206可以是任意形状，此外，第二支撑件206与第一支撑件204的形状可以相同也可以不同，本申请实施例对此不作限定。
两个第二支撑件206和两个第一支撑件204共同支撑在顶壁203与纵梁10之间，使得安装塔20的结构更加稳定，在承受来自减震器50和悬架上摆臂40的冲击之后不容易发生倾覆。
在一些实施例中，悬架安装座205与第二支撑件206连接。
悬架安装座205与第二支撑件206之间可以是一体设置，也可以是通过机械构件连接的方式连接，例如，螺栓连接、销轴连接等。
悬架安装座205与第二支撑件206之间的连接，使得悬架安装座205与第二支撑件206之间建立力学连接，汽车在使用过程中，第二支撑件206与悬架安装座205可以共同承受来自悬架安装座205上的悬架上摆臂安装点2051的力，使得悬架安装部的结构强度和结构可靠性更强。
如图3所示，在一些实施例中，第一支撑件204设有加强部207，第二悬架安装部202设置在悬架安装座205和加强部207之间。
通过采用上述方案，加强部207所在处的第一支撑件204的截面尺寸增加，因此第一支撑件204的强度也增加，这使得悬架上摆臂40安装在第二悬架安装部202之后，第二悬架安装部202能够承受较大的载荷力，且设置在第一支撑件204上的悬架上摆臂安装点2051不容易发生损坏。
如图4所示，在一些实施例中，安装塔20还包括加强结构208，加强结构208呈“X”形，且加强结构208具有四个连接端2081，其中 两个连接端2081连接顶壁203，另外两个连接端2081连接纵梁10。
加强结构208可以是一体成型的“X”形，也可以是拼装而成的“X”形，加强结构208为钢铁或铝合金等强度和硬度均较大的金属材质，加强结构208所在平面可以与纵梁10长度方向平行，也可以与纵梁10长度方向具有一定夹角，本申请实施例对此均不做限定。
加强结构208支撑在顶壁203与纵梁10之间，且加强结构208的特殊形状使得加强结构208与顶壁203之间形成三角形结构，加强结构208与纵梁10之间同样形成三角形结构，安装塔20对纵向载荷的承载力得到了加强，对横向扭转力的承载能力同样得到了加强，整个安装塔20的结构更加稳定。
如图4所示，在一些实施例中，与顶壁203连接的连接端2081连接于顶壁203与第一支撑件204或第二支撑件206相交处，与纵梁10连接的两个连接端2081连接于纵梁10与第一支撑件204或第二支撑件206相交处。
通过采用上述方案，在两个部件相交处往往强度更高，因此本实施例通过设定加强结构208的连接位置，使得加强结构208的其中两个连接端2081连接在顶壁203上强度较高的位置，另外两个连接端2081连接在纵梁10上的强度较高的位置，即顶壁203上强度较高的位置与纵梁10上强度较高的位置之间能够直接进行力的传递，从而使安装塔20能够承受更大的载荷而保持结构稳定。
在一些实施例中，第一支撑件204和/或第二支撑件206与顶壁203一体成型。
上述技术方案具体可以是第一支撑件204与顶壁203一体成型、第二支撑件206与顶壁203一体成型，或者第一支撑件204和第二支撑件206均与顶壁203一体成型。
通过采用上述方案，安装塔20自身的集成性更高，并且省去了顶壁203与第一支撑件204或第二支撑件206额外连接的步骤，安装塔20的制造工艺简化，制造精度也更高。
如图5所示，在一些实施例中，纵梁10上还设有稳定杆安装座102，用于安装横向稳定杆60。
横向稳定杆在安装时，通过设置在纵梁10上的稳定杆安装座102直接安装即可，无需使用额外的部件与横向稳定杆60和纵梁总成分别连接，简化了横向稳定杆60安装的步骤。此外，将稳定杆安装座102设置在纵梁10上，由于纵梁10一体成型，所以稳定杆安装座102的位置精度也更高，有利于横向稳定杆与纵梁10的快速安装。
如图6所示，在一些实施例中，纵梁10上还设有电机安装座103，用于安装驱动电机。
电机安装座103具有与电机的至少一个面配合的表面，该表面上设置有用于连接电机的孔，用于螺栓穿过以将驱动电机连接在电机安装座103上。
通过采用上述方案，驱动电机通过电机安装座103安装在纵梁10上，而纵梁10更加靠近汽车的驱动轮，所以驱动电机的动力传递效率更高。此外，由于驱动电机与汽车的车轮之间的距离更近，所以减少了驱动电机与车轮之间的力学传递构件，使得汽车的驱动系统结构得到了简化，汽车的质量更轻。
如图7所示，根据本申请实施例的另一方面，提供了一种汽车底盘，汽车底盘包括驱动装置100和电池舱，驱动装置100用于为车辆提供驱动力；电池舱包括电池舱框架90，电池舱框架90用于容纳电池，电池用于为驱动装置100提供动力；纵梁总成与电池舱框架90可拆卸连接。
驱动装置100可以是电机，驱动马达等，驱动装置100可以与纵梁连接，例如，驱动装置100连接在纵梁10上的电机安装座103上。
电池舱框架90可以是方形框架或其他多边形框架，可以包括多个横向结构件和纵向结构件，多个横向结构件和纵向结构件形成容置电池的空间，框架结构可以减轻电池舱的重量，并有利于电池的散热；电池可以是多个电池单体的形式，也可以是多个电池模组的形式；在电池舱框架90的内部还可以设置多个中间横向构件和/或中间纵向构件以形成多个分隔舱。电池安装于电池舱框架90并与之固定，电池通过为驱动装置100提供动力，使得驱动装置100为车辆提供驱动力，该驱动力可以用于车辆的启动、导航和运行时的工作用电需求等。
通过采用上述方案，驱动装置100和电池舱均位于车辆底盘，当电池安装在电池舱90内后，可以近距离的为驱动装置100供电，高效地为驱动装置100提供动力。
电池舱框架90与纵梁总成直接连接，省去了原有底盘的驾驶室部位的横梁、纵梁等结构，大幅减少了车辆的零件数，提高了底盘的空间利用率，有利于电池舱搭载更多的电池，进一步提升车辆的续航性能。
在一些实施例中，电池安装在电池舱框架90的横向结构件上，通过螺栓等结构与横向结构件可拆卸连接。
如图7所示，在一些实施例中，驱动装置100安装在纵梁总成上。
通过采用上述方案，电池位于电池舱90内，电池舱90安装在纵梁总成上，而驱动装置100也安装在纵梁总成上，因此，电池与驱动装置100之间能够保持相对固定的位置关系，从而稳定的为驱动装置100提供动力。
在一些实施例中，驱动装置为电机，电机直接安装在纵梁总成的纵梁10的电机安装座103上。
如图7所示，在一些实施例中，汽车底盘包括两个纵梁总成，两个纵梁总成中的纵梁10沿车身长度方向互相平行的设于车身底部，两根纵梁10之间通过横梁70连接，横梁70可以有一根或多根，横梁70同样可以采用刚度和强度性能优异的钢铁或铝合金材质，横梁70与纵梁10之间可以采用焊接或螺栓连接的形式进行固定。
横梁70将两根纵梁总成连接成一个整体，当汽车拐弯或者汽车两侧载荷不均匀，或者汽车单侧受到来自车轮的冲击力时，两个纵梁总成受力大小不同，横梁70可以在此过程中对两个纵梁总成的受力进行平衡，使两个纵梁总成同步受力，从而保证汽车底盘的扭转刚度，此外，横梁70还能用来承受一定的纵向载荷，以及支撑汽车上的主要部件。
如图7所示，在一些实施例中，汽车还包括防撞梁80，防撞梁80与两个纵梁总成的纵梁10分别连接，连接方式可以是焊接或螺栓连接。当汽车发生正面碰撞时，防撞梁80首先承受撞击力，并吸收部分碰撞能量，剩余的碰撞能量传导至纵梁10及车身，因此，防撞梁80具有吸收 碰撞能量，减小撞击力对车身纵梁的损害、保护车身主体结构和提升汽车安全性能的作用。
如图7所示，在一些实施例中，电池舱框架90可以连接在纵梁10的端部、电池舱框架90还可以连接在两个纵梁总成的两根纵梁10之间，或者电池舱框架90还可以固定在横梁70上，图7中仅示意出电池舱框架90与两根纵梁10的端部均连接的示意图，本领域技术人员可以据此推测或者合理的想象出电池舱框架90与纵梁总成的其他连接方式，本申请实施例在此不再赘述。
综上所述，本申请实施例通过将第一悬架安装部101、第二悬架安装部202和减震器安装部201均集成在纵梁10上，并与纵梁10直接或者间接的一体成型，使得纵梁总成的结构更加简单紧凑，相比于现有技术中各安装部通过焊接结合在纵梁10上的方式，本申请实施例中的纵梁总成在制造过程中工艺更加简单，纵梁总成的制造时间更短、制造成本更低，并且采用一体成型的方式制造出的纵梁总成中，第一悬架安装部101、第二悬架安装部202和减震器安装部201不存在焊接误差，其位置都更加精确，降低了后续的悬架下摆臂30、悬架上摆臂40和减震器50的安装难度，提高了安装效率。
本领域的技术人员能够理解，尽管在此的一些实施例包括其它实施例中所包括的某些特征，但是不同实施例的特征的组合意味着处于本申请的范围之内并且形成不同的实施例。例如，在权利要求书中，所要求保护的实施例的任意之一都可以以任意的组合方式来使用。
以上所述，以上实施例仅用以说明本申请的技术方案，而非对其限制；尽管参照前述实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的精神和范围。

Claims (15)

  1. 一种纵梁总成，其特征在于，包括：
    一体成型的纵梁(10)，设有第一悬架安装部(101)，所述第一悬架安装部(101)用于安装悬架下摆臂(30)；
    安装塔(20)，所述安装塔(20)上设有减震器安装部(201)和第二悬架安装部(202)，所述减震器安装部(201)用于安装减震器(50)；所述第二悬架安装部(202)用于安装悬架上摆臂(40)；
    所述安装塔(20)安装在所述纵梁(10)上。
  2. 根据权利要求1所述的纵梁总成，其特征在于，所述安装塔(20)包括顶壁(203)和两个第一支撑件(204)，所述减震器安装部(201)设于所述顶壁(203)上，两个所述第一支撑件(204)分别设于所述顶壁(203)的两侧，并连接所述顶壁(203)和所述纵梁(10)。
  3. 根据权利要求2所述的纵梁总成，其特征在于，从所述顶壁(203)到所述纵梁(10)的方向上，两个所述第一支撑件(204)之间逐渐远离，以使两个所述第一支撑件(204)与所述纵梁(10)之间形成三角形结构。
  4. 根据权利要求2或3所述的纵梁总成，其特征在于，从所述顶壁(203)向下突出有两个悬架安装座(205)，所述第二悬架安装部(202)设置在所述悬架安装座(205)和所述第一支撑件(204)之间。
  5. 根据权利要求4所述的纵梁总成，其特征在于，所述第二悬架安装部(202)包括两个悬架上摆臂安装点(2051)，每个所述悬架上摆臂安装点(2051)设置在一个所述悬架安装座(205)和一个所述第一支撑件(204)上。
  6. 根据权利要求5所述的纵梁总成，其特征在于，所述安装塔(20)还包括两个第二支撑件(206)，两个所述第二支撑件(206)设置在所述顶壁(203)与所述纵梁(10)之间，且两个所述第二支撑件(206)安装在两个所述第一支撑件(204)之间。
  7. 根据权利要求6所述的纵梁总成，其特征在于，所述悬架安装座(205)与所述第二支撑件(206)连接。
  8. 根据权利要求6所述的纵梁总成，其特征在于，所述第一支撑件(204)设有加强部(207)，所述第二悬架安装部(202)设置在所述悬架安装座 (205)和所述加强部(207)之间。
  9. 根据权利要求6所述的纵梁总成，其特征在于，所述安装塔(20)还包括加强结构(208)，所述加强结构(208)呈“X”形，且所述加强结构(208)具有四个连接端(2081)，其中两个所述连接端(2081)连接所述顶壁(203)，另外两个所述连接端(2081)连接所述纵梁(10)。
  10. 根据权利要求9所述的纵梁总成，其特征在于，与所述顶壁(203)连接的所述连接端(2081)连接于所述顶壁(203)与所述第二支撑件(206)相交处，与所述纵梁(10)连接的两个所述连接端(2081)连接于所述纵梁(10)与所述第二支撑件(206)相交处。
  11. 根据权利要求6所述的纵梁总成，其特征在于，所述第一支撑件(204)和/或所述第二支撑件(206)与所述顶壁(203)一体成型。
  12. 根据权利要求1-3任一项所述的纵梁总成，其特征在于，所述纵梁(10)上还设有稳定杆安装座(102)，用于安装横向稳定杆(60)。
  13. 根据权利要求1-3任一项所述的纵梁总成，其特征在于，所述纵梁(10)上还设有电机安装座(103)，用于安装驱动电机。
  14. 一种汽车底盘，其特征在于，包括：
    权利要求1-13任一项所述的纵梁总成；
    驱动装置(100)，用于为车辆提供驱动力；
    电池舱，包括电池舱框架(90)，所述电池舱框架(90)用于容纳电池，所述电池用于为所述驱动装置(100)提供动力；
    所述纵梁总成与所述电池舱框架(90)可拆卸连接。
  15. 根据权利要求14所述的汽车底盘，其特征在于，
    所述驱动装置(100)安装在所述纵梁总成上。
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