Chassis and vehicle

Abstract

The invention provides a chassis and a vehicle, and the chassis comprises a support assembly which is used for being connected with a vehicle frame; the suspension system comprises an upper control arm assembly and at least two lower control arm assemblies, the inner side of the upper control arm assembly is connected with the support assembly, the at least two lower control arm assemblies are located below the upper control arm assembly, and the inner sides of the at least two lower control arm assemblies are connected with the frame assembly; one end of the steering knuckle is connected with the outer side of the upper control arm assembly, the other end of the steering knuckle is provided with at least two installation positions, the at least two lower control arm assemblies and the at least two installation positions are arranged in a one-to-one correspondence mode, and the outer side of each lower control arm assembly is connected with the steering knuckle through the corresponding installation position. The at least two mounting positions are arranged side by side in the length direction of the support assembly, the outer sides of the steering knuckles are used for being connected with wheels, and the problems that in the prior art, an independent suspension is limited in arrangement, and consequently smoothness and handling stability of a vehicle are poor are solved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a chassis and a vehicle. Background Art

[0002] Matching independent suspension on heavy-loaded vehicles is limited by many factors, such as system load-bearing capacity, overall vehicle performance, matching bushing capacity, etc., especially for vehicles with hub motors or wheel-side motors, the layout space is limited. The kingpin of the traditional double wishbone independent suspension is the line connecting the outer ball point of the upper control arm assembly and the outer ball point of the lower control arm assembly. Under such a layout, the spindle length (i.e., the lateral distance between the center of the wheel and the kingpin in the front view) and the kingpin offset distance (i.e., the lateral distance between the center of the tire contact patch and the kingpin and the ground focus) will become larger, affecting the smoothness and handling stability of the car. The invention patent with patent number CN113829816A discloses a front suspension system for heavy-loaded passenger cars, which ensures excellent dynamic performance in layout and meets the needs of common platform development of multiple powertrain models. However, for vehicles with larger loads, when larger ball studs are required, the layout space may still be insufficient. Summary of the invention

[0003] The main purpose of the present invention is to provide a chassis and a vehicle to solve the problem in the prior art that the suspension of the chassis is limited by the arrangement, resulting in poor vehicle ride comfort and handling stability.

[0004] In order to achieve the above-mentioned object, according to one aspect of the present invention, a chassis is provided. The chassis comprises: a bracket assembly, the bracket assembly is used to connect to a vehicle frame; a suspension system, the suspension system comprises: an upper control arm assembly, at least two lower control arm assemblies, the inner side of the upper control arm assembly is connected to the bracket assembly, at least two lower control arm assemblies are located below the upper control arm assembly, and the inner sides of at least two lower control arm assemblies are connected to the vehicle frame assembly; a steering knuckle, one end of the steering knuckle is connected to the outer side of the upper control arm assembly, the other end of the steering knuckle has at least two mounting positions, at least two lower control arm assemblies are arranged one-to-one corresponding to the at least two mounting positions, the outer side of each lower control arm assembly is connected to the steering knuckle through each mounting position, at least two mounting positions are arranged side by side along the length direction of the bracket assembly, and the outer side of the steering knuckle is used to connect to the wheel.

[0005] Furthermore, at least two lower control arm assemblies include a first lower control arm assembly and a second lower control arm assembly, the outer side of the first lower control arm assembly is connected to one mounting position via a first ball pin, and the outer side of the second lower control arm assembly is connected to another mounting position via a second ball pin, and the first ball pin and the second ball pin are arranged in opposite mounting directions.

[0006] Further, a line connecting the inner connecting point and the outer connecting point of the first lower control arm assembly and a line connecting the inner connecting point and the outer connecting point of the second lower control arm assembly are arranged in different planes.

[0007] Furthermore, the suspension system also includes: a sliding column assembly, the upper end of the sliding column assembly passes through the upper control arm assembly and is connected to the bracket assembly, and the lower end of the sliding column assembly is connected to one of the lower control arm assemblies.

[0008] Furthermore, the sliding column assembly includes: a shock absorber assembly, the upper end of the shock absorber assembly is connected to the bracket assembly through a limit plate, and the lower end of the shock absorber assembly is connected to the second lower control arm assembly; an elastic member, the elastic member is arranged along the circumference of the shock absorber assembly, and the two ends of the elastic member are respectively connected to a limit plate, the limit plate at the upper end of the elastic member is connected to the bracket assembly, and the limit plate at the lower end of the elastic member is fixed to the outer ring of the shock absorber assembly.

[0009] Furthermore, a groove is provided on the second lower control arm assembly, and a connecting ring is provided at the lower end of the shock absorber assembly. Part of the connecting ring is located in the groove, and a ball joint end is provided in the connecting ring. The ball joint end passes through the connecting ring and is connected to the connecting ball head. Both sides of the ball joint end are connected to the surface of the second lower control arm assembly, and a limiting boss is provided on the outer side of the ball joint end.

[0010] Furthermore, the frame assembly includes a frame longitudinal beam and a subframe assembly, the bracket assembly is connected to the frame longitudinal beam, the inner side of the lower control arm assembly is connected to the subframe assembly, one side of the subframe assembly is connected to a buffer block assembly, the buffer block assembly is located on the inner side of the sliding column assembly, and the second lower control arm assembly is provided with an impact point corresponding to the position of the buffer block assembly.

[0011] Furthermore, the steering system also includes a steering rod, one end of which is connected to a rack and pinion steering gear, the rack and pinion steering gear is connected to the frame assembly, and the other end of the steering rod is connected to the steering knuckle through a third ball pin.

[0012] Further, the upper connection point of the sliding column assembly, the lower connection point of the sliding column assembly, the inner connection point of the second lower control arm assembly, the outer connection point of the second lower control arm assembly and the center point of the impact point are located in the same plane.

[0013] Furthermore, the upper control arm is assembled into a U-shaped structure, and the lower control arm is assembled into an I-shaped structure.

[0014] According to another aspect of the present invention, a vehicle is provided, comprising a chassis, wherein the chassis is the chassis of the above embodiment.

[0015] By applying the technical solution of the present invention, by setting a bracket assembly to provide an overall support function, and by connecting the steering knuckle with the upper control arm assembly and at least two lower control arm assemblies respectively, the bearing capacity of the suspension system can be effectively shared, and a single connection point can be prevented from being subjected to excessive pressure. Since the suspension system is subjected to greater pressure, a larger ball stud will be selected, which further leads to a larger kingpin offset distance and a larger spindle length, and poor handling stability. At the same time, the setting of the mounting position allows the lower control arm assembly to be accurately docked with the steering knuckle to ensure the smooth operation of the system. By setting at least two mounting positions side by side along the length direction of the bracket assembly, the system has a high bearing capacity and a larger layout space, so as to increase the stability of the system, improve the handling performance of the vehicle, effectively reduce the shaking and bumping of the vehicle during driving, and improve driving comfort and stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The drawings constituting a part of the present application are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0017] Figure 1 A schematic structural diagram of a first embodiment of a suspension system according to the present invention is shown;

[0018] Figure 2 A schematic structural diagram of a second embodiment of a suspension system according to the present invention is shown;

[0019] Figure 3 A schematic structural diagram of a third embodiment of a suspension system according to the present invention is shown;

[0020] Figure 4 A schematic structural diagram of a second lower control arm assembly of a suspension system according to the present invention is shown;

[0021] Figure 5 A schematic plan view of a fourth embodiment of a suspension system according to the present invention is shown.

[0022] The above drawings include the following reference numerals:

[0023] 10. Bracket assembly;

[0024] 20. Upper control arm assembly;

[0025] 30. Lower control arm assembly;

[0026] 31. First lower control arm assembly;

[0027] 32. second lower control arm assembly; 321. groove; 322. ball joint end; 323. limiting boss;

[0028] 40. Steering knuckle; 41. Mounting position;

[0029] 50. Sliding column assembly;

[0030] 51. shock absorber assembly; 511. connecting ring;

[0031] 52. Elastic parts;

[0032] 60. Frame assembly; 61. Frame longitudinal beam; 62. Subframe assembly; 63. Strengthening cross beam;

[0033] 70. Steering rod;

[0034] 80. Buffer block assembly;

[0035] 101. A first ball stud; 102. A second ball stud; 103. A third ball stud. DETAILED DESCRIPTION

[0036] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0037] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0038] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein, for example. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0039] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in a variety of different forms and should not be construed as being limited to the embodiments described herein. It should be understood that these embodiments are provided to make the disclosure of the present application thorough and complete, and to fully convey the concepts of these exemplary embodiments to those of ordinary skill in the art. In the accompanying drawings, for the sake of clarity, the thickness of the layers and regions may be enlarged, and the same reference numerals are used to represent the same devices, and thus their descriptions will be omitted.

[0040] Combination Figures 1 to 5 As shown, according to a specific embodiment of the present invention, a chassis is provided.

[0041] Specifically, Figure 1 , Figure 2 , Figure 3 As shown, the chassis includes: a bracket assembly 10, which is used to be connected to the frame assembly 60; a suspension system, which includes: an upper control arm assembly 20, at least two lower control arm assemblies 30, the inner side of the upper control arm assembly 20 is connected to the bracket assembly 10, at least two lower control arm assemblies 30 are located below the upper control arm assembly 20, and the inner sides of at least two lower control arm assemblies 30 are connected to the frame assembly 60; a steering knuckle 40, one end of the steering knuckle 40 is connected to the outer side of the upper control arm assembly 20, and the other end of the steering knuckle 40 has at least two mounting positions 41, at least two lower control arm assemblies 30 are arranged in a one-to-one correspondence with the at least two mounting positions 41, the outer side of each lower control arm assembly 30 is connected to the steering knuckle 40 through each mounting position 41, at least two mounting positions 41 are arranged side by side along the length direction of the bracket assembly 10, and the outer side of the steering knuckle 40 is used to connect the wheel.

[0042] In this embodiment, by setting the bracket assembly 10 to provide overall support, by connecting the steering knuckle 40 with the upper control arm assembly 20 and at least two lower control arm assemblies 30 respectively, the bearing capacity of the suspension system can be effectively shared to avoid excessive pressure on a single connection point. Since the suspension system is subjected to greater pressure, a larger ball stud will be selected, which further leads to a larger kingpin offset distance and a larger main shaft length, and poor handling stability. At the same time, the installation position 41 is set so that the lower control arm assembly 30 can be accurately docked with the steering knuckle 40 to ensure the smooth operation of the system. By setting at least two installation positions 41 side by side along the length direction of the bracket assembly 10, the system has a high bearing capacity and a larger layout space, so as to increase the stability of the system, improve the handling performance of the vehicle, effectively reduce the shaking and bumping of the vehicle during driving, and improve driving comfort and stability.

[0043] It should be noted that the frame assembly 60 includes a frame longitudinal beam 61 and a sub-frame assembly 62, the bracket assembly 10 is connected to the frame longitudinal beam 61, and the inner side of the lower control arm assembly 30 is connected to the sub-frame assembly 62. The inner connecting plate of the bracket assembly 10 is fixed to the ventral surface of the frame longitudinal beam 61 by bolt connection, the upper connecting plate is mainly used to fix the upper end of the sliding column assembly 50, and is higher than the frame longitudinal beam 61, and is provided with two or more bolt connection holes, the inner connecting plate extends out of 4 side connecting plates, and is used to fix the inner side of the upper control arm assembly 20, the side connecting plates are divided into two outer plates and two inner plates, and are both provided with oblong holes, the outer plates are provided with limiting bosses, the boss limiting surface is a part of an ellipse, the ellipse major axis of the boss limiting surface is perpendicular to the axis of the oblong hole of the outer plate, and the inner and outer plates are provided with scale marks for adjusting the positioning parameters of the suspension. At the same time, two connecting plates extend from the ventral side of the bracket assembly 10 connected to the frame longitudinal beam 61 and are bolted to the reinforcing cross beam 63 . The other end of the reinforcing cross beam 63 is connected to the symmetrical right part of the bracket assembly 10 .

[0044] Among them, the upper control arm assembly 20 is a U-shaped structure, and the inner side is connected to the bracket assembly 10 through a rubber bushing and bolts, wherein the bolts cooperate with the oblong holes on the bracket and are equipped with an eccentric circle dial to adjust the suspension positioning parameters, and the outer side is connected to the steering knuckle 40 through a ball pin.

[0045] Furthermore, at least two lower control arm assemblies 30 include a first lower control arm assembly 31 and a second lower control arm assembly 32, the outer side of the first lower control arm assembly 31 is connected to a mounting position 41 via a first ball pin 101, and the outer side of the second lower control arm assembly 32 is connected to another mounting position 41 via a second ball pin 102, and the first ball pin 101 and the second ball pin 102 are arranged in opposite mounting directions.

[0046] Specifically, compared with the traditional double wishbone independent suspension structure, the lower control arm assembly 30 is disassembled into a first lower control arm assembly 31 and a second lower control arm assembly 32, and the number of outer ball studs is increased from 1 to 2. This structure will form a virtual lower ball point, and then form a virtual kingpin, so that the kingpin offset distance becomes smaller, or even negative. As the kingpin offset distance becomes smaller, the turning and braking stability are improved, and the driving comfort and safety are improved. By increasing the number of outer ball studs, the geometric parameters of the suspension system can be adjusted more flexibly to meet different driving environments and driving requirements.

[0047] The installation directions of the outer ball studs of the first lower control arm assembly 31 and the second lower control arm assembly 32 are opposite. Generally, the ball stud of the first lower control arm assembly 31, i.e., the first ball stud 101, is reversely inserted, and the ball stud of the second lower control arm assembly 32, i.e., the second ball stud 102, is forwardly inserted, and the forwardly inserted direction, i.e., the position of the ball is above the installation surface.

[0048] The first lower control arm assembly 31 is an I-shaped structure, the inner side of which is connected to the subframe assembly 62 via a rubber bushing and bolts, and the outer side of which is connected to the steering knuckle 40 via a ball pin.

[0049] The second lower control arm assembly 32 is an I-shaped structure, the inner side of which is connected to the subframe assembly 62 via a rubber bushing and bolts, and the outer side of which is connected to the steering knuckle 40 via a ball stud.

[0050] Furthermore, the line connecting the inner connection point and the outer connection point of the first lower control arm assembly 31 and the line connecting the inner connection point and the outer connection point of the second lower control arm assembly 32 are arranged in different planes, so as to reduce the distance between the ball heads, increase the specifications of the ball heads, improve the load-bearing capacity, reduce the deflection angle of the inner bushing, and improve the reliability.

[0051] Furthermore, the suspension system further includes: a sliding column assembly 50 , the upper end of the sliding column assembly 50 passes through the upper control arm assembly 20 and is connected to the bracket assembly 10 , and the lower end of the sliding column assembly 50 is connected to one of the lower control arm assemblies 30 .

[0052] Specifically, the strut assembly 50 includes: a shock absorber assembly 51, the upper end of which is connected to the bracket assembly 10 through a limit plate, and the lower end of which is connected to the second lower control arm assembly 32; an elastic member 52, which is arranged along the circumference of the shock absorber assembly 51, and the two ends of the elastic member 52 are respectively connected with a limit plate, the limit plate at the upper end of the elastic member 52 is connected to the bracket assembly 10, and the limit plate at the lower end of the elastic member 52 is fixed to the outer ring of the shock absorber assembly 51. The function of the shock absorber assembly 51 is to accelerate the attenuation of the vibration of the frame and the body, and improve the comfort of the vehicle. The function of the elastic member 52 is to absorb and relieve the impact force when the vehicle passes through an uneven road or encounters bumps, reduce the shaking of the body, and improve the ride comfort and driving stability. Therefore, the shock absorber assembly 51 and the elastic member 52 play the role of shock absorption and vibration reduction together to ensure the smooth driving and ride comfort of the vehicle.

[0053] The elastic member 52 is a coil spring. In other embodiments, the type of the elastic member is not limited thereto.

[0054] like Figure 4As shown, a groove 321 is provided on the second lower control arm assembly 32, a connecting ring 511 is provided at the lower end of the shock absorber assembly 51, part of the connecting ring 511 is located in the groove 321, a ball joint end 322 is provided in the connecting ring 511, the ball joint end 322 passes through the connecting ring 511 and is connected to the ball head of the connecting ring 511, the two sides of the ball joint end 322 are connected to the surface of the second lower control arm assembly 32, and a limiting boss 323 is provided on the outer side of the ball joint end 322. There is a gap between the limiting boss 323 and the connecting ring 511, which is mainly used to prevent the coil spring shock absorber from popping out after the bolt breaks. This design can improve the stability, safety and reliability of the connection.

[0055] Furthermore, a buffer block assembly 80 is connected to one side of the subframe assembly 62, and the buffer block assembly 80 is located on the inner side of the sliding column assembly 50. The second lower control arm assembly 32 is provided with an impact point corresponding to the position of the buffer block assembly 80, providing a limiting function for the suspension system. At the same time, the buffer block can be built into the sliding column assembly to avoid direct collision of metal parts and improve ride comfort.

[0056] In some optional embodiments, by adjusting the position, size and hardness of the buffer block assembly 80, the effect of adjusting the suspension system can be achieved, thereby improving the adaptability and performance of the vehicle under different road conditions.

[0057] Furthermore, the steering system also includes a steering rod 70, one end of which is connected to a rack and pinion steering gear, which is connected to the frame assembly 60, and the other end of the steering rod 70 is connected to the steering knuckle 40 via a third ball pin 103.

[0058] To ensure the stability of the force, the upper connection point of the sliding column assembly 50, the lower connection point of the sliding column assembly 50, the inner connection point of the second lower control arm assembly 32, the outer connection point of the second lower control arm assembly 32 and the center point of the impact point are located in the same plane.

[0059] Furthermore, the upper control arm assembly 20 is a U-shaped structure, and the lower control arm assembly 30 is an I-shaped structure.

[0060] According to another aspect of the present invention, a chassis is provided, comprising a suspension system, which is the suspension system of the above embodiment. The suspension system comprises: a bracket assembly 10, the bracket assembly 10 is used to connect with the frame assembly 60; an upper control arm assembly 20, the inner side of the upper control arm assembly 20 is connected with the bracket assembly 10; at least two lower control arm assemblies 30, at least two lower control arm assemblies 30 are located below the upper control arm assembly 20, and the inner sides of at least two lower control arm assemblies 30 are connected with the frame assembly 60; a steering knuckle 40, one end of the steering knuckle 40 is connected with the outer side of the upper control arm assembly 20, and the other end of the steering knuckle 40 has at least two mounting positions 41, at least two lower control arm assemblies 30 are arranged one by one corresponding to the at least two mounting positions 41, the outer side of each lower control arm assembly 30 is connected with the steering knuckle 40 through each mounting position 41, at least two mounting positions 41 are arranged side by side along the length direction of the bracket assembly 10, and the outer side of the steering knuckle 40 is used to connect the wheel.

[0061] By setting the bracket assembly 10 to provide overall support, and by connecting the steering knuckle 40 with the upper control arm assembly 20 and at least two lower control arm assemblies 30 respectively, the load-bearing capacity of the suspension system can be effectively shared, and a single connection point can be prevented from being subjected to excessive pressure. Since the suspension system is subjected to greater pressure, a larger ball stud will be selected, which further leads to a larger kingpin offset distance and a larger main shaft length, and poor handling stability. At the same time, the setting of the mounting position 41 allows the lower control arm assembly 30 to be accurately docked with the steering knuckle 40 to ensure the smooth operation of the system. By setting at least two mounting positions 41 side by side along the length direction of the bracket assembly 10, the system has a high load-bearing capacity and a larger layout space to increase the stability and controllability of the system. Such a design can effectively reduce the shaking and bumping of the vehicle during driving, and improve driving comfort and stability.

[0062] According to another aspect of the present invention, a vehicle is provided, comprising a chassis, wherein the chassis is the chassis of the above embodiment.

[0063] Figure 5is a schematic diagram of a virtual kingpin, A is the center point of the outer ball joint of the upper control arm assembly 20, D is the focus of the projection of the line connecting the center points of the inner bushings of the upper control arm assembly 20 on the YZ plane of the vehicle and the center plane of the front axle or the rear axle, B1 is the center point of the outer ball joint of the first lower control arm assembly 31, B2 is the center point of the outer ball joint of the second lower control arm assembly 32, C1 is the center point of the inner bushing of the first lower control arm assembly 31, C2 is the center point of the inner bushing of the second lower control arm assembly 32, B is a virtual motion center ball point formed when the two lower control arm assemblies 30 move, L1 is the wheel rotation axis, L2 is the projection of the wheel center plane on the YZ plane, L3 is the line connecting points A and B, i.e., the virtual kingpin, the distance between the intersection of L1 and L3 and L2 is a-spindle distance, and the distance between the focus of L3 with the ground and L2 is b-kingpin offset distance.

[0064] Compared with the traditional double wishbone independent suspension structure, the lower control arm assembly 30 is disassembled into the first lower control arm assembly 31 and the second lower control arm assembly 32, and the outer ball studs are increased from 1 to 2. This structure will form a virtual lower ball point, and then form a virtual kingpin, so that the kingpin offset distance becomes smaller, or even negative. As the kingpin offset distance becomes smaller, the turning and braking stability are improved, and the driving comfort and safety are improved. By increasing the number of outer ball studs, the geometric parameters of the suspension system can be adjusted more flexibly to meet different driving environments and driving requirements.

[0065] In some optional embodiments, the double-ball joint control arm structure is not limited to the lower control arm assembly 30 , but can also be applied to the upper control arm assembly 20 .

[0066] In some optional embodiments, the position of the steering rod 70 is not limited to being located at the front side of the suspension system, but may also be arranged at the rear side.

[0067] In some optional embodiments, the reinforcing cross beam 63 is not limited to connecting the left and right bracket assemblies 10 , and can be replaced by other reinforcing methods to strengthen the bracket, and the upper connecting plate of the bracket assembly 10 is not necessarily higher than the frame longitudinal beam 61 .

[0068] In some optional embodiments, the upper connection point, the lower connection point of the sliding strut assembly 50, the center point of the inner bushing of the second lower control arm assembly 32, the center point of the outer ball stud, and the impact center point of the buffer block assembly 80 and the second lower control arm assembly 32 may not be in the same plane when actually arranged, and a slight misalignment will not have a significant impact on the balance of force.

[0069] In some optional embodiments, the positioning parameter adjustment mechanism used in this patent is located at the connection between the upper control arm assembly 20 and the bracket assembly 10, and its position is not limited thereto. The connection between the first lower control arm assembly 31 or the second lower control arm assembly 32 and the subframe assembly 62 can also be set.

[0070] In some optional embodiments, the sliding column assembly 50 and the buffer block assembly 80 of the present patent are both connected to or act on the second lower control arm assembly 32, and can actually be connected to or act on the first lower control arm assembly 31 according to layout requirements.

[0071] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0072] 1. Compared with the traditional double wishbone independent suspension structure, the lower control arm assembly 30 is disassembled into a first lower control arm assembly 31 and a second lower control arm assembly 32, and the outer ball studs are increased from one to two. This structure will form a virtual lower ball point and then a virtual kingpin, so that the kingpin offset distance becomes smaller or even negative.

[0073] 2. The inner bushing of the upper control arm assembly 20 is equipped with an adjustment mechanism, which cooperates with the oblong hole on the sliding column assembly fixing bracket 2 to adjust the positioning parameters of the suspension.

[0074] 3. The integrated sliding strut assembly 50 is matched with the integrated coil spring and shock absorber assembly, and the axes of the two are consistent, which can improve the load-bearing capacity while saving space.

[0075] 4. The bracket assembly 10 integrates the inner connecting bracket of the upper control arm assembly 20, the upper connecting bracket of the sliding column assembly 50 and the connecting bracket of the reinforcing cross beam 63, thereby increasing the space for the suspension arrangement and the strength of the bracket.

[0076] 5. A reinforcing crossbeam 63 is configured to increase the lateral strength of the bracket by connecting the bracket assemblies 10 on the left and right sides, so as to be able to withstand a greater force of the coil spring and shock absorber assembly.

[0077] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0078] In addition to the above, it should be noted that "one embodiment", "another embodiment", "embodiment", etc. mentioned in this specification refer to the specific features, structures or characteristics described in conjunction with the embodiment included in at least one embodiment generally described in this application. The same expression appearing in multiple places in the specification does not necessarily refer to the same embodiment. Further, when describing a specific feature, structure or characteristic in conjunction with any embodiment, it is claimed that the realization of such feature, structure or characteristic in conjunction with other embodiments also falls within the scope of the present invention.

[0079] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0080] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A chassis, characterized in that: include: A bracket assembly (10), wherein the bracket assembly (10) is used to be connected to the vehicle frame assembly (60); A suspension system, the suspension system comprising: an upper control arm assembly (20) and at least two lower control arm assemblies (30), wherein the inner side of the upper control arm assembly (20) is connected to the bracket assembly (10), at least two lower control arm assemblies (30) are located below the upper control arm assembly (20), and the inner sides of at least two lower control arm assemblies (30) are connected to the vehicle frame assembly (60); A steering system, the steering system comprising a steering knuckle (40), one end of the steering knuckle (40) being connected to the outer side of the upper control arm assembly (20), the other end of the steering knuckle (40) having at least two mounting positions (41), at least two lower control arm assemblies (30) being arranged in one-to-one correspondence with the at least two mounting positions (41), the outer side of each lower control arm assembly (30) being connected to the steering knuckle (40) via each mounting position (41), at least two mounting positions (41) being arranged side by side along the length direction of the bracket assembly (10), and the outer side of the steering knuckle (40) being used for connecting a wheel.

2. The chassis according to claim 1, characterized in that: At least two of the lower control arm assemblies (30) include a first lower control arm assembly (31) and a second lower control arm assembly (32); the outer side of the first lower control arm assembly (31) is connected to one of the mounting positions (41) via a first ball stud (101); the outer side of the second lower control arm assembly (32) is connected to another of the mounting positions (41) via a second ball stud (102); the first ball stud (101) and the second ball stud (102) are arranged in opposite mounting directions.

3. The chassis according to claim 2, characterized in that: The line connecting the inner connecting point and the outer connecting point of the first lower control arm assembly (31) and the line connecting the inner connecting point and the outer connecting point of the second lower control arm assembly (32) are arranged in different planes.

4. The chassis according to claim 2, characterized in that: The suspension system further comprises: A sliding column assembly (50), wherein the upper end of the sliding column assembly (50) passes through the upper control arm assembly (20) and is connected to the bracket assembly (10), and the lower end of the sliding column assembly (50) is connected to one of the lower control arm assemblies (30).

5. The chassis according to claim 4, characterized in that: The sliding column assembly (50) comprises: A shock absorber assembly (51), wherein the upper end of the shock absorber assembly (51) is connected to the bracket assembly (10) via a limit plate, and the lower end of the shock absorber assembly (51) is connected to the second lower control arm assembly (32); An elastic member (52), the elastic member (52) being arranged along the circumference of the shock absorber assembly (51), and having two ends of the elastic member (52) respectively connected to a limit plate, the limit plate at the upper end of the elastic member (52) being connected to the bracket assembly (10), and the limit plate at the lower end of the elastic member (52) being fixed to the outer ring of the shock absorber assembly (51).

6. The chassis according to claim 5, characterized in that The second lower control arm assembly (32) is provided with a groove (321), and the lower end of the shock absorber assembly (51) is provided with a connecting ring (511), and part of the connecting ring (511) is located in the groove (321). A ball joint end (322) is provided in the connecting ring (511), and the ball joint end (322) passes through the connecting ring (511) and is connected to the ball head of the connecting ring (511). Both sides of the ball joint end (322) are connected to the surface of the second lower control arm assembly (32), and a limiting boss (323) is provided on the outer side of the ball joint end (322).

7. The chassis according to claim 4, characterized in that: The frame assembly (60) comprises a frame longitudinal beam (61) and a sub-frame assembly (62); the bracket assembly (10) is connected to the frame longitudinal beam (61); the inner side of the lower control arm assembly (30) is connected to the sub-frame assembly (62); a buffer block assembly (80) is connected to one side of the sub-frame assembly (62); the buffer block assembly (80) is located on the inner side of the sliding column assembly (50); and an impact point corresponding to the position of the buffer block assembly (80) is provided on the second lower control arm assembly (32).

8. The chassis according to claim 7, characterized in that The steering system also includes a steering rod (70), one end of which is connected to a rack and pinion steering gear, the rack and pinion steering gear is connected to the frame assembly (60), and the other end of the steering rod (70) is connected to the steering knuckle (40) via a third ball pin (103).

9. The chassis according to claim 7, characterized in that: The upper connection point of the sliding column assembly (50), the lower connection point of the sliding column assembly (50), the inner connection point of the second lower control arm assembly (32), the outer connection point of the second lower control arm assembly (32) and the center point of the impact point are located in the same plane.

10. The chassis according to claim 2, characterized in that: The upper control arm assembly (20) is a U-shaped structure, and the lower control arm assembly (30) is an I-shaped structure.

11. A vehicle comprising a chassis, characterized in that: The chassis is the chassis according to any one of claims 1-10.

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