Vehicle swing arm, suspension assembly, vehicle chassis, and vehicle

Abstract

This disclosure relates to a vehicle control arm, a suspension assembly, a vehicle chassis, and a vehicle. The vehicle control arm includes a first link and a second link, which are rotatably connected to wheel-end mounting portions in a first plane. The end of the first link opposite to the wheel-end mounting portion is connected to the first mounting portion, and the end of the second link opposite to the wheel-end mounting portion is connected to the second mounting portion. A connecting rod for adjusting the included angle between the first and second links is connected between them. The first and second links are configured to be telescopic. When this vehicle control arm is used in vehicle model development, the distance between the various mounting portions can be adjusted via the first link, the second link, and the connecting rod to adapt to various vehicle models. During vehicle development, in the process of verifying the rationality of four-wheel alignment parameters and handling stability tuning performance, the vehicle control arm can be installed on the vehicle, and by adjusting the distance between the various mounting portions, wheel camber parameters can be adjusted.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle development technology, specifically to a vehicle control arm, suspension assembly, vehicle chassis, and vehicle. Background Technology

[0002] In the development of new vehicle models, vehicle control arms are needed to calibrate the rationality of four-wheel alignment parameters and adjust handling and stability performance. However, the mounting points of the control arms vary for different vehicle models, necessitating the development of new vehicle control arms based on the actual dimensions of each model. Currently, vehicle control arms are typically manufactured by sheet metal stamping and welding. This process requires first creating sheet metal molds, then stamping the sheet metal, and finally welding it using auxiliary tooling fixtures. This process is complex, has a long development cycle, and high development costs. Summary of the Invention

[0003] The purpose of this disclosure is to provide a vehicle control arm, suspension assembly, vehicle chassis, and vehicle to at least partially solve the problems existing in the related art.

[0004] To achieve the above objectives, this disclosure provides a vehicle control arm, comprising: a first rod and a second rod, the first rod and the second rod being rotatably connected in a first plane to a wheel end mounting portion for mounting a wheel assembly, the end of the first rod opposite to the wheel end mounting portion being connected to a first mounting portion for connecting to a vehicle suspension, and the end of the second rod opposite to the wheel end mounting portion being connected to a second mounting portion for connecting to a vehicle suspension, wherein a connecting rod for adjusting the included angle between the first rod and the second rod in the first plane is connected, and the first rod and the second rod are configured to be telescopic.

[0005] Optionally, one end of the connecting rod is rotatably connected to the first rod in the first plane, and the other end is rotatably connected to the second rod in the first plane, and the connecting rod is configured to be telescopic.

[0006] Optionally, the first rod includes a first adjusting sleeve with internal threads and a first threaded rod and a second threaded rod respectively screwed onto both ends of the first adjusting sleeve, the first threaded rod and the second threaded rod having opposite thread directions; the second rod includes a second adjusting sleeve with internal threads and a third threaded rod and a fourth threaded rod respectively screwed onto both ends of the second adjusting sleeve, the third threaded rod and the fourth threaded rod having opposite thread directions; and the connecting rod includes a third adjusting sleeve with internal threads and a fifth threaded rod and a sixth threaded rod respectively screwed onto both ends of the third adjusting sleeve, the fifth threaded rod and the sixth threaded rod having opposite thread directions.

[0007] Optionally, the first rod further includes a first locking nut screwed onto the first threaded rod and a second locking nut screwed onto the second threaded rod; the second rod further includes a third locking nut screwed onto the third threaded rod and a fourth locking nut screwed onto the fourth threaded rod; and the connecting rod further includes a fifth locking nut screwed onto the fifth threaded rod and a sixth locking nut screwed onto the sixth threaded rod.

[0008] Optionally, the outer surface of the first adjusting sleeve forms a plurality of first slots; the outer surface of the second adjusting sleeve forms a plurality of second slots; and the outer surface of the third adjusting sleeve forms a plurality of third slots.

[0009] Optionally, the first rod has a first ball head cavity facing the second rod, the second rod has a second ball head cavity facing the first rod, one end of the connecting rod has a first ball head for extending into the first ball head cavity, and the other end of the connecting rod has a second ball head for extending into the second ball head cavity.

[0010] Optionally, the outer side of the wheel end mounting portion is fitted with two bearings, a first bearing and a second bearing, arranged sequentially along a direction perpendicular to the first plane. The first rod is connected to the outer ring of the first bearing, and the second rod is connected to the outer ring of the second bearing.

[0011] Optionally, one end of the first rod opposite to the wheel end mounting portion is rotatably connected to the first mounting portion in the first plane, and one end of the second rod opposite to the wheel end mounting portion is rotatably connected to the second mounting portion in the first plane.

[0012] Optionally, the first mounting portion is detachably connected to the first rod, the second mounting portion is detachably connected to the second rod, and the wheel end mounting portion is detachably connected to the first rod and the second rod.

[0013] According to a second aspect of this disclosure, a suspension assembly is provided, including the aforementioned vehicle control arm.

[0014] According to a third aspect of this disclosure, a vehicle chassis is provided, including the aforementioned suspension assembly.

[0015] According to a fourth aspect of this disclosure, a vehicle is provided, including the aforementioned vehicle chassis.

[0016] By using the above technical solution, when the vehicle control arm is used in the development of new models, on the one hand, the distance between any two of the first mounting part, the second mounting part, and the wheel end mounting part, as well as the included angle between the first and second rods, can be adjusted through the cooperation of the first rod, the second rod, and the connecting rod, so that the vehicle control arm can be applied to various different models without having to redevelop the control arm for new models, thus reducing development costs and development cycle; on the other hand, in the process of verifying the rationality of the four-wheel alignment parameters and the handling and stability tuning performance of the new model, the vehicle control arm can be installed on the new model first, and then the wheel camber parameters can be adjusted by extending and retracting the first and second rods.

[0017] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0018] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0019] Figure 1 This is a schematic diagram of a vehicle control arm illustrated according to an example of this disclosure.

[0020] Explanation of reference numerals in the attached figures

[0021] 110 - First mounting part; 120 - Second mounting part; 130 - Wheel end mounting part; 210 - First rod; 220 - Second rod; 230 - Connecting rod; 310 - First adjusting sleeve; 311 - First slot; 320 - Second adjusting sleeve; 321 - Second slot; 330 - Third adjusting sleeve; 331 - Third slot; 410 - First threaded rod; 411 - First part; 412 - Second part; 420 - Second threaded rod; 421 - Third part; 422 - Fourth part; 430 - ... Three-threaded rod; 431-Fifth part; 432-Sixth part; 440-Fourth threaded rod; 441-Seventh part; 442-Eighth part; 450-Fifth threaded rod; 460-Sixth threaded rod; 510-First locking nut; 520-Second locking nut; 530-Third locking nut; 540-Fourth locking nut; 550-Fifth locking nut; 560-Sixth locking nut; 610-First ball head cavity; 620-Second ball head cavity; 630-First ball head; 640-Second ball head. Detailed Implementation

[0022] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0023] In this disclosure, unless otherwise stated, directional terms such as "inner" and "outer" may be defined based on the actual direction of use of the relevant components, or they may be based on their own structure. For example, the first rod includes a first adjusting sleeve with an "internal thread," which means that the internal thread is formed on the inner wall surface of the first adjusting sleeve; the first adjusting sleeve forms a plurality of first slots on its "outer surface," which means that the first slots are formed on the outer surface of the first adjusting sleeve; and the connecting rod forms a first ball head at one end for extending into the "inner" first ball head cavity, which means that the first ball head extends into the receiving space of the first ball head cavity.

[0024] In addition, the terms "first," "second," etc., used in this disclosure are for distinguishing one element from another and do not have sequential or importance. When the following description refers to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0025] For ease of understanding of this disclosure, it should be explained that vehicle control arms are typically used in pairs, namely, upper control arms and lower control arms. The vehicle control arms are connected between the vehicle suspension and the wheels via their own mounting structures to support the vehicle. As part of the suspension system, the control arms alleviate bumps and vibrations during vehicle operation, providing a more comfortable driving experience. The control arms shown in this disclosure are not limited to upper or lower control arms.

[0026] Reference Figure 1 This disclosure exemplarily illustrates a vehicle control arm, including a first link 210 and a second link 220. The first link 210 and the second link 220 are rotatably connected in a first plane to a wheel end mounting portion 130 for mounting a wheel assembly. One end of the first link 210 opposite to the wheel end mounting portion 130 is connected to a first mounting portion 110 for connecting to a vehicle suspension. One end of the second link 220 opposite to the wheel end mounting portion 130 is connected to a second mounting portion 120 for connecting to a vehicle suspension. A connecting rod 230 for adjusting the included angle between the first link 210 and the second link 220 in the first plane is provided. The first link 210 and the second link 220 are configured to be telescopic. This disclosure does not limit the first mounting portion 110, the second mounting portion 120, and the wheel end mounting portion 130. For example, in embodiments of this disclosure, the first mounting portion 110 and the second mounting portion 120 may be mounting bushings for mounting to a vehicle suspension, and the wheel end mounting portion 130 may be a ball joint for mounting a wheel assembly. It should be noted that, for the convenience of describing and understanding the technical solution, this disclosure defines the aforementioned "first plane", which specifically refers to the plane on which the first mounting part 110, the second mounting part 120, and the wheel end mounting part 130 are located.

[0027] This disclosure does not limit the assembly relationship between the connecting rod 230 and the first rod 210 and the second rod 220, for example... Figure 1 In the illustrated embodiment, the connecting rod 210 can be connected near the middle of the first rod 210 and the second rod 220, forming an A-shape. Alternatively, in other embodiments, they can be configured as a triangle, etc., as long as the connecting rod 230 can adjust the included angle between the first rod 210 and the second rod 220. For ease of description, this disclosure refers to the distance between the first mounting portion 110 and the second mounting portion 120 as the first distance, the distance between the wheel end mounting portion 130 and the first mounting portion 110 as the second distance, and the distance between the wheel end mounting portion 130 and the second mounting portion 120 as the third distance. In actual adjustment, only one of the first distance, the second distance, and the third distance can be adjusted as needed, or multiple of the first distance, the second distance, and the third distance can be adjusted (this adjustment can be achieved by extending or retracting the first rod 210 and the second rod 220, and by changing the included angle between the first rod 210 and the second rod 220).

[0028] By using the above technical solution, when the vehicle control arm is used in the development of new models, on the one hand, the distance between any two of the first mounting part 110, the second mounting part 120, and the wheel end mounting part 130, as well as the included angle between the first rod 210 and the second rod 220, can be adjusted through the cooperation of the first rod 210, the second rod 220, and the connecting rod 230, so that the vehicle control arm can be applied to various different models without having to redevelop the control arm for new models, thus reducing development costs and development cycle; on the other hand, in the process of verifying the rationality of the four-wheel alignment parameters and the handling and stability tuning performance of the new model, the vehicle control arm can be installed on the new model first, and then the wheel camber parameters can be adjusted by extending and retracting the first rod 210 and the second rod 220.

[0029] Reference Figure 1 In the embodiments of this disclosure, the connecting rod 230 can be rotatably connected at one end to the first rod 210 in a first plane and at the other end to the second rod 220 in the same first plane, and the connecting rod 230 is configured to be telescopic. With this design, when it is necessary to adjust the included angle between the first rod 210 and the second rod 220, this can be achieved by telescopically extending the connecting rod 230. The rotatable connection of the connecting rod 230 to both the first rod 210 and the second rod 220 avoids interference between the structural components. When the connecting rod 230 extends or retracts, the first rod 210 and the second rod 220 can rotate synchronously relative to the wheel end mounting portion 130 in the first plane to move closer to or further away from each other. This symmetrical adjustment makes vehicle swing arm adjustment more convenient and faster.

[0030] This disclosure does not limit the connection method between the first rod 210 and the first mounting portion 110, and the second rod 220 and the second mounting portion 120. For example, in some embodiments, the first rod 210 can be fixedly connected to the first mounting portion 110, and the second rod 220 can be fixedly connected to the second mounting portion 120. Furthermore, in other embodiments, the end of the first rod 210 opposite to the wheel end mounting portion 130 can be rotatably connected to the first mounting portion 110 in a first plane, and the end of the second rod 220 opposite to the wheel end mounting portion 130 can be rotatably connected to the second mounting portion 120 in a first plane. This design, compared to the aforementioned "fixed connection," allows for more types of size and shape adjustments to the vehicle rocker arm, improving its applicability and enabling it to adapt to more types of new vehicle models. For example, when the first mounting portion 110 is a mounting bushing, the first rod 210 can adjust the angle between itself and the mounting bushing as needed to meet different installation requirements (which is not possible in the aforementioned "fixed connection" embodiments).

[0031] This disclosure does not restrict how the first rod 210 can rotate relative to the first mounting part 110 within the first plane. For example, the end of the first rod 210 may be provided with a column perpendicular to the first plane, and the first mounting part 110 may be provided with a column hole for insertion of the column. Relative rotation between the two can be achieved by the cooperation of the column and the column hole. Regarding how the second rod 220 and the second mounting part 120 can achieve relative rotation within the first plane, please refer to the connection method of the first rod 210 and the first mounting part 110, which will not be repeated here.

[0032] Reference Figure 1In the embodiments disclosed herein, the first rod 210 may include a first adjusting sleeve 310 with internal threads and a first threaded rod 410 and a second threaded rod 420 respectively screwed onto both ends of the first adjusting sleeve 310. The threads of the first threaded rod 410 and the second threaded rod 420 have opposite directions of rotation, so that when the first adjusting sleeve 310 is screwed, the first threaded rod 410 and the second threaded rod 420 can move in opposite directions (synchronously moving closer or further away from each other). The second rod 220 may include a second adjusting sleeve 320 with internal threads and a third threaded rod 430 and a fourth threaded rod 440 respectively screwed onto both ends of the second adjusting sleeve 320. The threads of the third threaded rod 430 and the fourth threaded rod 440 have opposite directions of rotation, so that when the second adjusting sleeve 320 is screwed, the third threaded rod 430 and the fourth threaded rod 440 can move in opposite directions (synchronously moving closer or further away from each other). The connecting rod 230 may include a third adjusting sleeve 330 with internal threads and a fifth threaded rod 450 and a sixth threaded rod 460 respectively screwed onto both ends of the third adjusting sleeve 330. The threads of the fifth threaded rod 450 and the sixth threaded rod 460 have opposite directions of rotation, so that when the third adjusting sleeve 330 is screwed, the fifth threaded rod 450 and the sixth threaded rod 460 can move in opposite directions (synchronously moving closer or further away from each other). In actual operation, the extension and retraction of the first rod 210 can be controlled by screwing the first adjusting sleeve 310, thereby adjusting the distance between the first mounting part 110 and the wheel end mounting part 130. The extension and retraction of the second rod 220 can be controlled by screwing the second adjusting sleeve 320, thereby adjusting the distance between the second mounting part 120 and the wheel end mounting part 130. The extension and retraction of the connecting rod 230 can be controlled by screwing the third adjusting sleeve 330, thereby driving the first rod 210 and the second rod 220 to rotate, thus adjusting the included angle between the first rod 210 and the second rod 220. In addition to the above-described embodiments of threaded sleeve and threaded rod mating, in other embodiments, the first rod 210, the second rod 220, and the connecting rod 230 may also be hydraulic telescopic rods, and this disclosure does not limit this.

[0033] Reference Figure 1In the embodiments disclosed herein, the first rod 210 may further include a first locking nut 510 screwed onto the first threaded rod 410 and a second locking nut 520 screwed onto the second threaded rod 420. The first locking nut 510 and the second locking nut 520 are respectively located on both sides of the first adjusting sleeve 310. When the length of the first rod 210 needs to be adjusted, the first locking nut 510 and the second locking nut 520 are screwed away from the first adjusting sleeve 310, so that the extension and retraction of the first rod 210 can be controlled by screwing the first adjusting sleeve 310. After the extension and retraction of the first rod 210 is adjusted to the correct position, the first locking nut 510 and the second locking nut 520 are screwed in the opposite direction so that they press against the first adjusting sleeve 310 from both ends, so as to prevent the first rod 210 from extending or retracting due to the rotation of the first adjusting sleeve 310 due to vibration or other factors during use. Similarly, in order to prevent the second rod 220 and the connecting rod 230 from extending or retracting during use, in the embodiments of this disclosure, the second rod 220 may further include a third locking nut 530 screwed onto the third threaded rod 430 and a fourth locking nut 540 screwed onto the fourth threaded rod 440, and the connecting rod 230 may further include a fifth locking nut 550 screwed onto the fifth threaded rod 450 and a sixth locking nut 560 screwed onto the sixth threaded rod 460.

[0034] To facilitate tightening the first adjusting sleeve 310, the second adjusting sleeve 320, and the third adjusting sleeve 330, refer to... Figure 1 In the embodiments of this disclosure, the outer surface of the first adjusting sleeve 310 can form a plurality of first slots 311, the outer surface of the second adjusting sleeve 320 can form a plurality of second slots 321, and the outer surface of the third adjusting sleeve 330 can form a plurality of third slots 331. With this design, when it is necessary to adjust the size of the vehicle swing arm, a wrench can be used to clamp the corresponding slot and rotate the wrench to drive the corresponding adjusting sleeve to rotate. This disclosure does not limit the number of first slots 311, second slots 321, and third slots 331; they can be two, three, etc.

[0035] Reference Figure 1In the embodiments disclosed herein, the first member 210 may have a first ball-head cavity 610 facing the second member 220, and the second member 220 may have a second ball-head cavity 620 facing the first member 210. One end of the connecting rod 230 may have a first ball head 630 for extending into the first ball head cavity 610, and the other end of the connecting rod 230 may have a second ball head 640 for extending into the second ball head cavity 620. This design allows the connecting rod 230 to rotate relative to the first member 210 and the second member 220 within a first plane, enabling the connecting rod 230 to be telescopically connected between the first member 210 and the second member 220 (the connecting rod 230 changes symmetrically with the first member 210 and the second member 220 during telescopic movement). In addition to the ball joint connection described above, in some other embodiments, the two ends of the connecting rod 230 may be respectively formed with circular holes penetrating along the direction perpendicular to the first plane, and the first rod 210 and the second rod 220 may be respectively formed with cylinders for extending into the corresponding circular holes. The rotation of the connecting rod 230 relative to the first rod 210 and the second rod 220 is realized through the cooperation of the circular holes and cylinders. This disclosure does not limit this.

[0036] This disclosure does not restrict how the first member 210 and the second member 220 rotate relative to the wheel end mounting portion 130. For example, in some embodiments, two bearings (not shown in the figure) arranged sequentially along a direction perpendicular to the first plane may be fitted on the outer side of the wheel end mounting portion 130. The first member 210 may be connected to the outer ring of the first bearing so that it can rotate relative to the wheel end mounting portion 130 by means of the outer ring of the first bearing. The second member 220 may be connected to the outer ring of the second bearing so that it can rotate relative to the wheel end mounting portion 130 by means of the outer ring of the second bearing. Furthermore, in other embodiments, this relative rotation may also be achieved through a similar hole and cylinder fit as described above, and this disclosure does not limit this.

[0037] In the embodiments disclosed herein, the first mounting portion 110 is detachably connected to the first rod 210, the second mounting portion 120 is detachably connected to the second rod 220, and the wheel end mounting portion 130 is detachably connected to the first rod 210 and the second rod 220. With this design, if the mounting structure differs for different vehicle models or if any mounting portion is damaged, the corresponding first mounting portion 110, second mounting portion 120, and wheel end mounting portion 130 can be replaced as needed, without requiring the redevelopment of the control arm.

[0038] This disclosure does not limit how the first mounting part 110, the second mounting part 120, and the wheel end mounting part 130 are detachably connected to their respective rods. For example, refer to Figure 1In some embodiments, the first threaded rod 410 may include a detachably connected first portion 411 and a second portion 412; the second threaded rod 420 may include detachably connected third portions 421 and fourth portions 422; the third threaded rod 430 may include detachably connected fifth portions 431 and sixth portions 432; and the fourth threaded rod 440 may include detachably connected seventh portions 441 and eighth portions 442. With this design, when it is necessary to replace any of the first mounting portion 110, the second mounting portion 120, and the wheel end mounting portion 130, only the corresponding threaded rod needs to be disassembled and the corresponding mounting portion replaced. It should be noted that... Figure 1 In the illustrated embodiment, the two detachable parts can be a threaded sleeve and a threaded rod, respectively. When the wheel end mounting part 130 needs to be disassembled, the connecting rod 230 needs to be separated from the first rod 210 and the second rod 220 firstly. In the above embodiment, when the first mounting part 110 is replaced, the first mounting part 110 and the first part need to be replaced simultaneously. In some other embodiments, the rocker arm can also be configured such that the end of the first rod 210 is directly detachably connected to the first mounting part 110 and the wheel end mounting part 130, and the end of the second rod 220 is directly detachably connected to the second mounting part 120 and the wheel end mounting part 130. This disclosure does not limit this.

[0039] According to a second aspect of this disclosure, a suspension assembly is provided, including the aforementioned vehicle control arm, which, since the suspension assembly has all the beneficial effects of the aforementioned vehicle control arm, will not be described in detail here.

[0040] According to a third aspect of this disclosure, a vehicle chassis is provided, including the suspension assembly described above. Since the vehicle chassis has all the beneficial effects of the suspension assembly described above, further details are omitted here.

[0041] According to a fourth aspect of this disclosure, a vehicle is provided, including the aforementioned vehicle chassis, which, since the vehicle has all the beneficial effects of the aforementioned vehicle chassis, will not be described further herein.

[0042] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0043] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0044] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle swing arm, characterized in that, include: A first rod (210) and a second rod (220) are rotatably connected in a first plane to a wheel end mounting portion (130) for mounting a wheel assembly. The end of the first rod (210) opposite to the wheel end mounting portion (130) is connected to a first mounting portion (110) for connecting to a vehicle suspension. The end of the second rod (220) opposite to the wheel end mounting portion (130) is connected to a second mounting portion (120) for connecting to a vehicle suspension. The first rod (210) and the second rod (220) are connected by a connecting rod (230) for adjusting the included angle between them in the first plane. The first rod (210) and the second rod (220) are configured to be telescopic. One end of the connecting rod (230) is rotatably connected to the first rod (210) in the first plane, and the other end is rotatably connected to the second rod (220) in the first plane. The connecting rod (230) is configured to be telescopic. The first rod (210) includes a first adjusting sleeve (310) with internal threads and a first threaded rod (410) and a second threaded rod (420) respectively screwed onto both ends of the first adjusting sleeve (310). The threads of the first threaded rod (410) and the second threaded rod (420) have opposite directions. The second rod (220) includes a second adjusting sleeve (320) with internal threads and a third threaded rod (430) and a fourth threaded rod (440) respectively screwed onto both ends of the second adjusting sleeve (320), wherein the threads of the third threaded rod (430) and the fourth threaded rod (440) have opposite directions of rotation; and The connecting rod (230) includes a third adjusting sleeve (330) with internal threads and a fifth threaded rod (450) and a sixth threaded rod (460) respectively screwed onto both ends of the third adjusting sleeve (330). The threads of the fifth threaded rod (450) and the sixth threaded rod (460) have opposite directions of rotation. The distance between any two of the first mounting part (110), the second mounting part (120), and the wheel end mounting part (130), and the angle between the first rod (210) and the second rod (220) are adjusted by cooperating the first rod (210), the second rod (220), and the connecting rod (230) so that the vehicle swing arm can be adapted to various vehicle models.

2. The vehicle swing arm according to claim 1, characterized in that, The first rod (210) further includes a first locking nut (510) screwed onto the first threaded rod (410) and a second locking nut (520) screwed onto the second threaded rod (420). The second rod (220) further includes a third locking nut (530) screwed onto the third threaded rod (430) and a fourth locking nut (540) screwed onto the fourth threaded rod (440); and The connecting rod (230) also includes a fifth locking nut (550) screwed onto the fifth threaded rod (450) and a sixth locking nut (560) screwed onto the sixth threaded rod (460).

3. The vehicle swing arm according to claim 1, characterized in that, The outer surface of the first adjusting sleeve (310) forms a plurality of first slots (311); The outer surface of the second adjusting sleeve (320) forms a plurality of second slots (321); and The outer surface of the third adjusting sleeve (330) forms a plurality of third slots (331).

4. The vehicle swing arm according to claim 1, characterized in that, The first rod (210) has a first ball head cavity (610) facing the second rod (220), the second rod (220) has a second ball head cavity (620) facing the first rod (210), one end of the connecting rod (230) has a first ball head (630) for extending into the first ball head cavity (610), and the other end of the connecting rod (230) has a second ball head (640) for extending into the second ball head cavity (620).

5. The vehicle swing arm according to claim 1, characterized in that, The outer side of the wheel end mounting part (130) is fitted with two bearings, a first bearing and a second bearing, arranged sequentially in a direction perpendicular to the first plane. The first rod (210) is connected to the outer ring of the first bearing, and the second rod (220) is connected to the outer ring of the second bearing.

6. The vehicle swing arm according to claim 1, characterized in that, One end of the first rod (210) opposite to the wheel end mounting portion (130) is rotatably connected to the first mounting portion (110) in the first plane, and one end of the second rod (220) opposite to the wheel end mounting portion (130) is rotatably connected to the second mounting portion (120) in the first plane.

7. The vehicle swing arm according to claim 1, characterized in that, The first mounting part (110) is detachably connected to the first rod (210), the second mounting part (120) is detachably connected to the second rod (220), and the wheel end mounting part (130) is detachably connected to the first rod (210) and the second rod (220).

8. A suspension assembly, characterized in that, The vehicle swing arm includes any one of claims 1-7.

9. A vehicle chassis, characterized in that, Includes the suspension assembly as described in claim 8.

10. A vehicle, characterized in that, Includes the vehicle chassis as described in claim 9.

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