Chassis development platform capable of developing multiple vehicle types

Abstract

The chassis development platform comprises a wheel assembly, a rear suspension system of an H-arm multi-connecting-rod independent suspension structure and a front suspension system of a double-fork-arm independent suspension structure, and the front suspension system comprises a front auxiliary frame structure and a front upper control arm assembly which are connected with a vehicle body; the front steering gear assembly, the front lower front control arm assembly and the front lower rear control arm assembly are connected with the front auxiliary frame structure; the front supporting column assembly is connected with the vehicle body and the front-lower-rear control arm assembly, and a front spring piece is arranged on the front supporting column assembly; the front brake assembly is connected with the front upper control arm assembly, the front lower front control arm assembly, the front lower rear control arm assembly and the front steering gear assembly; the front supporting column assembly, the front spring piece, the wheel assembly and the front brake assembly are adjustable components, and the front steering gear assembly, the front lower front control arm assembly and the front lower rear control arm assembly are non-adjustable components. According to the invention, vehicle types of different styles can be developed rapidly, so that rapid development of the whole vehicle is realized, and the development period of the whole vehicle is shortened.

Description

Technical Field

[0001] The present application relates to the field of automobile chassis technology, and in particular to a chassis development platform capable of evolving into multiple vehicle models. Background Art

[0002] With the booming development of the automotive industry and the increasing diversification of consumer demand, the development of automotive chassis systems has become a major challenge in the industry. For a long time, chassis system development has been based on a single model. The complexity and sophistication of this model makes the entire development cycle as long as 30 to 40 months. This long cycle not only makes it difficult for automakers to keep up with the rapid changes in the market, but also fails to meet the personalized needs of consumers in a timely manner. Especially in the current critical period of the automotive industry's transformation towards intelligence, electrification and networking, automakers need more flexible and efficient development methods to cope with the rapid iteration of the market. For automakers, how to develop chassis systems quickly and efficiently has become a problem that must be faced. Summary of the invention

[0003] The embodiment of the present application provides a chassis development platform that can evolve into multiple vehicle models, which can quickly evolve into vehicle models of different styles, thereby realizing rapid development of the entire vehicle and shortening the entire vehicle development cycle.

[0004] The embodiment of the present application provides a chassis development platform capable of evolving multiple vehicle models, which includes:

[0005] A front suspension part, a rear suspension part, and a wheel assembly connected to the front suspension part and the rear suspension part respectively;

[0006] The rear suspension part includes a rear suspension system of an H-arm multi-link independent suspension structure;

[0007] The front suspension part includes a front suspension system of a double wishbone independent suspension structure, and the front suspension system includes:

[0008] Both are used for the front subframe structure and the front upper control arm assembly connected to the vehicle body;

[0009] A front steering gear assembly, a front lower front control arm assembly and a front lower rear control arm assembly, all connected to one side of the front subframe structure;

[0010] A front pillar assembly, the upper end of which is used to be connected to the vehicle body and the lower end of which is connected to the front lower rear control arm assembly, wherein the front pillar assembly is equipped with a front spring member;

[0011] a front brake assembly connected to the front upper control arm assembly, the front lower front control arm assembly, the front lower rear control arm assembly and the front steering gear assembly;

[0012] Among them, the front pillar assembly, the front spring member, the wheel assembly and the front brake assembly are adjustable components, and the front steering gear assembly, the front lower front control arm assembly and the front lower rear control arm assembly are non-adjustable components.

[0013] In some embodiments, when the front suspension system is a passive front suspension system, the front spring member is a front coil spring, the front strut assembly is selected from a first passive front strut assembly or a second passive front strut assembly, and the length of the first passive front strut assembly is greater than the length of the second passive front strut assembly.

[0014] In some embodiments, when the front suspension system is a passive front suspension system of an SUV body, the front strut assembly is a first passive front strut assembly, and the front brake assembly is a first front brake assembly;

[0015] When the front suspension system is a passive front suspension system of a sedan body, the front strut assembly becomes a second passive front strut assembly, and the front brake assembly becomes a second front brake assembly.

[0016] In some embodiments, the load point height dimension bandwidth of the front coil spring is +7 mm to -7 mm.

[0017] In some embodiments, when the front suspension system is an active front suspension system, the front spring member is a front air spring, the front strut assembly is selected from a first active front strut assembly or a second active front strut assembly, and the length of the first active front strut assembly is greater than the length of the second active front strut assembly.

[0018] In some embodiments, when the front suspension system is an active front suspension system of an SUV body, the front strut assembly is a first active front strut assembly, and the front brake assembly is a first front brake assembly;

[0019] When the front suspension system is an active front suspension system of a sedan body, the front strut assembly becomes a second active front strut assembly, and the front brake assembly becomes a second front brake assembly.

[0020] In some embodiments, the height dimension bandwidth of the front air spring is +7 mm to -7 mm.

[0021] In some embodiments, when the vehicle is in SUV shape, the maximum width of the outer diameter dimension of the tire of the wheel assembly is 804 mm, and the width of the dimension of the wheel offset L of the wheel assembly is 40 mm to 50 mm.

[0022] In some embodiments, when in sedan shape, the maximum width of the outer diameter dimension of the tire of the wheel assembly is 729 mm, and the width of the dimension of the wheel offset L of the wheel assembly is 40 mm to 50 mm.

[0023] In some embodiments, the kingpin axis formed by the outer ball head point of the front upper control arm assembly and the midpoint of the common vertical line is the rotation axis of the wheel assembly;

[0024] The common perpendicular line is a common perpendicular line between a first axis of the front lower front control arm assembly and a second axis of the front lower rear control arm assembly.

[0025] In some embodiments, the K characteristic index bandwidth of the front suspension system is:

[0026] Front suspension tire contact point runout longitudinal displacement gradient: 61~102mm / m;

[0027] Front suspension wheel heart beat longitudinal displacement gradient: -60~-10mm / m;

[0028] Front suspension wheel camber gradient: -21~-11deg / m;

[0029] Front suspension tire contact point jump lateral displacement gradient: -118~-60mm / m;

[0030] Front suspension wheel bounce steering gradient: -7~-3deg / m;

[0031] Front suspension roll center height: 70-100mm;

[0032] Front suspension wheel camber gradient: -28~-17deg / 100deg;

[0033] Front suspension wheel roll steering gradient: -8~-2deg / 100deg.

[0034] In some embodiments, the front subframe structure is an adjustable member;

[0035] When the vehicle model is a rear-wheel drive vehicle model, the front subframe structure is a front subframe assembly;

[0036] When the vehicle model is a four-wheel drive vehicle model, the front subframe structure is a front subframe assembly, and the front subframe assembly is provided with a front suspension bracket, a left rear suspension bracket and a right rear suspension bracket.

[0037] In some embodiments, the rear suspension system comprises:

[0038] A rear subframe structure for connection with the vehicle body;

[0039] A rear transverse control arm assembly, a rear H-arm assembly, a rear toe adjustment rod assembly, and a rear stabilizer bar assembly, all of which are connected to one side of the rear subframe structure;

[0040] A rear stabilizer bar link assembly connected to both the rear H-arm assembly and the rear stabilizer bar assembly;

[0041] The upper end is used for connecting the rear shock absorber assembly with the vehicle body;

[0042] A rear brake assembly connected to the lower end of the rear shock absorber assembly, the rear lateral control arm assembly, the rear H-arm assembly, the rear toe adjustment rod assembly, and the wheel assembly;

[0043] A rear H-arm connecting rod connected to the rear brake assembly and the rear H-arm assembly;

[0044] A rear spring member having one end connected to the rear H-arm assembly and the other end used for connecting to the vehicle body;

[0045] Among them, the rear shock absorber assembly, the rear spring component and the wheel assembly are adjustable components, and the rear transverse control arm assembly, the rear H-arm assembly, the rear toe adjustment rod assembly, the rear H-arm connecting rod and the rear brake assembly are non-adjustable components.

[0046] In some embodiments, when the rear suspension system is a passive rear suspension system, the rear spring member includes a rear coil spring and a rear coil spring upper pad and a rear coil spring lower pad located at both ends of the rear coil spring, and the rear shock absorber assembly is a passive rear shock absorber assembly.

[0047] In some embodiments, the load point height dimension bandwidth of the rear coil spring is +13 mm to -6 mm.

[0048] In some embodiments, when the rear suspension system is an active rear suspension system, the rear spring member is a rear air spring, and the rear shock absorber assembly is an active rear shock absorber assembly.

[0049] In some embodiments, the height dimension bandwidth of the rear air spring is +13 mm to -6 mm.

[0050] In some embodiments, the maximum width of the outer diameter dimension of the tire of the wheel assembly is 804 mm, and the width of the dimension of the wheel offset L of the wheel assembly is 40 mm to 50 mm.

[0051] In some embodiments, the K characteristic index bandwidth of the rear suspension system is:

[0052] The longitudinal displacement gradient of the rear suspension tire contact point: -625~-268mm / m;

[0053] Rear suspension wheel center beat longitudinal displacement gradient: -140~-70mm / m;

[0054] Rear suspension wheel camber gradient: -34~-20deg / m;

[0055] The lateral displacement gradient of the rear suspension tire contact point: -212~-153mm / m;

[0056] Rear suspension wheel bounce steering gradient: 3~7deg / m;

[0057] Rear suspension roll center height: 120-180mm;

[0058] Rear suspension wheel camber gradient: -44~-30deg / 100deg;

[0059] Rear suspension wheel roll steering gradient: 2~8deg / 100deg.

[0060] In some embodiments, the rear subframe structure is a non-adjustable member;

[0061] When the vehicle model is a rear-wheel drive vehicle model or a four-wheel drive vehicle model, the rear subframe structure is a rear subframe assembly.

[0062] The beneficial effects of the technical solution provided by this application include:

[0063] The embodiment of the present application provides a chassis development platform that can be evolved into multiple vehicle models. By adjusting and selecting adjustable components, the above-mentioned chassis development platform can be quickly evolved into vehicle models of different styles composed of SUV body, sedan body, passive suspension, active suspension, etc., thereby realizing rapid development of the whole vehicle and shortening the whole vehicle development cycle. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0065] Figure 1 A schematic diagram of a passive front suspension system for an SUV provided in an embodiment of the present application;

[0066] Figure 2 for Figure 1 Schematic diagram of the mid-front suspension system;

[0067] Figure 3 A schematic diagram of a passive front suspension system for a sedan provided in an embodiment of the present application;

[0068] Figure 4 A schematic diagram of an active front suspension system for an SUV provided in an embodiment of the present application;

[0069] Figure 5 A schematic diagram of an active front suspension system for a sedan provided in an embodiment of the present application;

[0070] Figure 6A schematic diagram of a front subframe assembly provided in an embodiment of the present application;

[0071] Figure 7 A schematic diagram of a passive rear suspension system provided in an embodiment of the present application;

[0072] Figure 8 A schematic diagram of an active rear suspension system provided in an embodiment of the present application;

[0073] Fig. 9 A schematic diagram of a wheel assembly provided in an embodiment of the present application.

[0074] In the figure: 200, front suspension system; 11, front subframe assembly; 111, front suspension bracket; 112, left rear suspension bracket; 113, right rear suspension bracket; 12, front steering gear assembly; 121, steering tie rod; 13, front lower rear control arm assembly; 131, second axis; 14, front lower front control arm assembly; 141, first axis; 15, first passive front strut assembly; 151, front coil spring; 16, front upper control arm assembly; 161, outer ball head point; 17, first front brake assembly; 18, kingpin axis; 181, midpoint; 19, second passive front strut assembly; 20, second front brake assembly; 21, first active front strut assembly; 211, front air spring; 22, second active front strut assembly;

[0075] 300, rear suspension system; 23, rear subframe assembly; 24, rear lateral control arm assembly; 25, rear H-arm assembly; 26, rear toe adjustment rod assembly; 27, passive rear shock absorber assembly; 28, rear H-arm connecting rod; 29, rear coil spring upper pad; 30, rear coil spring; 31, rear coil spring lower pad; 32, rear stabilizer bar assembly; 33, rear stabilizer bar connecting rod assembly; 34, rear brake assembly; 35, active rear shock absorber assembly; 36, rear air spring;

[0076] 400. Wheel assembly; 402. Tire. DETAILED DESCRIPTION

[0077] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0078] See also Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 and Fig. 9 As shown, the embodiment of the present application provides a chassis development platform that can be derived into multiple vehicle models, which includes a front suspension part, a rear suspension part, and a wheel assembly 400 respectively connected to the front suspension part and the rear suspension part; the rear suspension part includes a rear suspension system 300 of an H-arm multi-link independent suspension structure; the front suspension part includes a front suspension system 200 of a double wishbone independent suspension structure, and the front suspension system 200 includes: a front subframe structure and a front upper control arm assembly 16, both of which are used to be connected to the vehicle body; a front steering gear assembly 12, a front lower front control arm assembly 14 and a front lower A rear control arm assembly 13; a front pillar assembly whose upper end is used to be connected to the vehicle body and whose lower end is connected to the front lower rear control arm assembly 13, wherein the front pillar assembly is equipped with a front spring member; a front brake assembly connected to the front upper control arm assembly 16, the front lower front control arm assembly 14, the front lower rear control arm assembly 13 and the front steering gear assembly 12; a wheel assembly 400 connected to the front brake assembly; wherein the front pillar assembly, the front spring member, the wheel assembly 400 and the front brake assembly are adjustable components, and the front steering gear assembly 12, the front lower front control arm assembly 14 and the front lower rear control arm assembly 13 are non-adjustable components.

[0079] The adjustable component has a certain size bandwidth range and an adjustable structure. Adjusting the size bandwidth of the adjustable component can achieve changes in vehicle width and ground clearance for different vehicle models.

[0080] By adjusting and selecting the adjustable components, the above-mentioned chassis development platform can quickly evolve into different styles of vehicle models composed of SUV body, sedan body, passive suspension, active suspension, etc., thereby realizing the rapid development of the whole vehicle and shortening the vehicle development cycle.

[0081] For example, the front spring member can be adjusted and selected from the front coil spring 151 and the front air spring 211, so that the front suspension system 200 can be evolved between a passive front suspension system and an active front suspension system.

[0082] As an example, see Figure 1 , Figure 2 and Figure 3 As shown, when the front suspension system 200 is a passive front suspension system, the front spring member is a front coil spring 151, the front strut assembly is selected from a first passive front strut assembly 15 or a second passive front strut assembly 19, and the length of the first passive front strut assembly 15 is greater than the length of the second passive front strut assembly 19.

[0083] When the passive front suspension system and the active front suspension system are evolved, further optimization can be performed to improve the durability of the front air spring 211. Specifically, see Figure 1 and Figure 2 As shown, the double wishbone suspension is formed by four rod systems including the front upper control arm assembly 16, the front lower front control arm assembly 14, the front lower rear control arm assembly 13 and the steering tie rod 121 on the front steering gear assembly 12, which can also be called a multi-link suspension. Among them, the midpoint 181 of the common perpendicular line of the first axis 141 of the front lower front control arm assembly 14 and the second axis 131 of the front lower rear control arm assembly 13 and the outer ball head point 161 of the front upper control arm assembly 16 form the kingpin axis 18, which is the rotation axis of the tire of the wheel assembly 400, so that in the steering condition, the first passive front strut assembly 15 does not bear the rotation angle; at the same time, the front lower front control arm assembly 14, the front lower rear control arm assembly 13 and the front upper control arm assembly 16 absorb all lateral forces transmitted from the tire ( Figure 2 The arrow direction indicates the lateral force transmission path), and the first passive front pillar assembly 15 only bears the weight of the vehicle body. This structural design ensures that when the active suspension is used, the front air spring 211 does not bear corner and lateral forces, so as to ensure the durability of the front air spring 211.

[0084] Furthermore, by adjusting and selecting the front strut assembly, the front suspension system 200 can be evolved into an SUV body and a sedan body.

[0085] Specifically, when the front suspension system 200 is a passive front suspension system of an SUV body, the front pillar assembly becomes a first passive front pillar assembly 15, and the front brake assembly becomes a first front brake assembly 17; when the front suspension system 200 is a passive front suspension system of a sedan body, the front pillar assembly becomes a second passive front pillar assembly 19, and the front brake assembly becomes a second front brake assembly 20.

[0086] Combination Figure 1 , Figure 2 and Figure 3As shown, the front upper control arm assembly 16 and the front upper control arm assembly 16 of the passive front suspension system of the SUV body are moved downward by 42 mm along the kingpin axis 18, and the length of the first passive front pillar assembly 15 is shortened by 19 mm along its own axis direction, and it is transformed into the second passive front pillar assembly 19. At the same time, the second front brake assembly 20 replaces the first front brake assembly 17, and the remaining parts are completely universal, thus forming a passive front suspension system of the sedan body. In this way, the evolution scheme from SUV to sedan not only allows the parts universality rate of the passive front suspension system to be as high as 76%, further reducing the cost; it also meets the low-profile styling requirements of the sedan; at the same time, the kingpin axis 18 and the axis of the second passive front pillar assembly 19 have not changed, and the rotation axis of the tire (i.e., the kingpin axis 18) is the core of the chassis performance. Keeping the kingpin axis 18 ensures the chassis performance after the SUV is transformed into a sedan.

[0087] It is understandable that the above 42mm and 19mm are merely used as an example to illustrate how the present application realizes the change of the SUV body shape to the sedan body shape, and is not intended to limit the adjustment to the above dimensions.

[0088] It is understandable that, since the front upper control arm assembly 16 is moved downward and the first passive front strut assembly 15 with a larger length is replaced by the second passive front strut assembly 19 with a smaller length, in order to enable a smooth connection, the length of the second front brake assembly 20 is smaller than the length of the first front brake assembly 17.

[0089] As an example, see Figure 4 and Figure 5 As shown, when the front suspension system 200 is an active front suspension system, the front spring member is a front air spring 211, the front strut assembly is selected from a first active front strut assembly 21 or a second active front strut assembly 22, and the length of the first active front strut assembly 21 is greater than the length of the second active front strut assembly 22.

[0090] Furthermore, by adjusting and selecting the front strut assembly, the front suspension system 200 can be evolved into an SUV body and a sedan body.

[0091] Specifically, when the front suspension system 200 is an active front suspension system of an SUV body, the front pillar assembly becomes a first active front pillar assembly 21, and the front brake assembly becomes a first front brake assembly 17; when the front suspension system 200 is an active front suspension system of a sedan body, the front pillar assembly becomes a second active front pillar assembly 22, and the front brake assembly becomes a second front brake assembly 20.

[0092] It can be understood that when the front suspension system 200 evolves between the active front suspension system of the SUV body and the active front suspension system of the sedan body, the principle of the evolution process is similar to the principle of the aforementioned evolution of the front suspension system 200 between the passive front suspension system of the SUV body and the passive front suspension system of the sedan body, and will not be repeated here.

[0093] It is understandable that, combined with Figure 1 and Figure 4 As shown, when the passive front suspension system of the SUV body is evolved from the active front suspension system of the SUV body, the main differences are: the replacement between the first passive front strut assembly 15 and the first active front strut assembly 21, and the replacement between the front coil spring 151 and the front air spring 211. At the same time, the remaining parts are completely universal, which can reduce the cost of vehicle development.

[0094] It is understandable that, combined with Figure 3 and Figure 5 As shown, when the passive front suspension system of a sedan body is evolved from the active front suspension system of a sedan body, the main differences are: the replacement between the second passive front strut assembly 19 and the second active front strut assembly 22, and the replacement between the front coil spring 151 and the front air spring 211. At the same time, the remaining parts are completely universal, which can reduce the cost of vehicle development.

[0095] The load point height dimension bandwidth of the front coil spring 151 is +7 mm to -7 mm.

[0096] The height dimension bandwidth of the front air spring 211 is +7mm to -7mm.

[0097] In the SUV body shape, the maximum width of the outer diameter dimension of the tire 402 of the wheel assembly 400 is 804 mm, and the width of the dimension of the wheel offset L of the wheel assembly 400 is 40 mm to 50 mm.

[0098] See also Fig. 9 As shown, in the sedan configuration, the outer diameter bandwidth of the tire 402 of the wheel assembly 400 is 729 mm at most, and the wheel offset L of the wheel assembly 400 is 40 mm to 50 mm.

[0099] The height of the vehicle body can be changed by adjusting the following structures of the front suspension system of an SUV body or the front suspension system of a sedan body:

[0100] (1) adjusting the width of the tire outer diameter dimension of the wheel assembly 400 to change the Z-direction height of the wheel center;

[0101] (2) Adjust the load point height dimension bandwidth of the front coil spring 151 to change the Z-direction height of the wheel center; or adjust the height of the front air spring 211.

[0102] The width of the vehicle body can be changed by adjusting the following structures of the front suspension system of an SUV body or the front suspension system of a sedan body:

[0103] (1) Adjusting the width of the wheel offset L of the wheel assembly 400 so that the wheel center point moves outward or inward from direction Y;

[0104] (2) The width of the tire of the wheel assembly 400 is adjusted to change the Y-axis width of the vehicle.

[0105] It should be noted that the above Y direction and Z direction use the vehicle coordinate system as the reference coordinate system.

[0106] The front suspension system 200 realizes excellent motion characteristics of the wheel assembly 400 by reasonably designing the length and angle of the front lower front control arm assembly 14, the front lower rear control arm assembly 13 and the front upper control arm assembly 16. For example, compared with the common McPherson suspension, the longitudinal displacement gradient of the front suspension wheel heartbeat can achieve a negative value, ensuring that when the vehicle passes over a raised road surface, the tire 402 moves backward, compared with the forward movement of the common McPherson suspension. Such a design can better mitigate the impact and improve the comfort of the whole vehicle; the camber gradient of the front suspension wheel beat can achieve a larger negative value, so that when the wheel assembly 400 jumps, the tire 402 has a larger contact area, and the whole vehicle has better grip performance and stability; combined with the above-mentioned adjustment within the bandwidth range of the component size, the K characteristic index bandwidth of the front suspension system 200 is:

[0107] (1) Front suspension tire contact point runout longitudinal displacement gradient: 61-102 mm / m;

[0108] (2) Front wheel centerline longitudinal displacement gradient: -60 to -10 mm / m;

[0109] (3) Front suspension wheel camber gradient: -21 to -11 deg / m;

[0110] (4) Transverse displacement gradient of the front suspension tire contact point: -118 to -60 mm / m;

[0111] (5) Front suspension wheel bounce steering gradient: -7 to -3 deg / m;

[0112] (6) Front overhang roll center height: 70-100 mm;

[0113] (7) Front wheel camber gradient: -28 to -17 degrees / 100 degrees;

[0114] (8) Front wheel roll steering gradient: -8 to -2 degrees / 100 degrees.

[0115] The above excellent K characteristic performance bandwidth ensures the high performance of the chassis.

[0116] Furthermore, in order to enable the above chassis development platform to quickly evolve into four-wheel drive models and rear-wheel drive models, further realize the rapid development of the whole vehicle and shorten the whole vehicle development cycle. In this application, the front subframe structure is an adjustable component; specifically, see Figure 6 As shown, when the vehicle type is a rear-wheel drive vehicle type, the front subframe structure is a front subframe assembly 11; when the vehicle type is a four-wheel drive vehicle type, the front subframe structure is a front subframe assembly 11, and the front subframe assembly 11 is provided with a front suspension bracket 111, a left rear suspension bracket 112 and a right rear suspension bracket 113.

[0117] The front subframe assembly 11 is made of aluminum alloy casting and welding technology. When used as a four-wheel drive vehicle, it is provided with a front suspension bracket 111, a left rear suspension bracket 112 and a right rear suspension bracket 113. The front suspension bracket 111, the left rear suspension bracket 112 and the right rear suspension bracket 113 are connected to the front subframe assembly 11 by welding. The front subframe structure of a rear-wheel drive vehicle can be switched by removing the front suspension bracket 111, the left rear suspension bracket 112 and the right rear suspension bracket 113.

[0118] See also Figure 7 and Figure 8 As shown, in the embodiment of the present application, the rear suspension system 300 includes: a rear subframe structure for connecting to the vehicle body; a rear lateral control arm assembly 24, a rear H-arm assembly 25, a rear toe adjustment rod assembly 26, and a rear stabilizer bar assembly 32, all of which are connected to one side of the rear subframe structure; a rear stabilizer bar connecting rod assembly 33 connected to the rear H-arm assembly 25 and the rear stabilizer bar assembly 32; a rear shock absorber assembly with an upper end connected to the vehicle body; and a rear shock absorber assembly with a lower end connected to the rear shock absorber assembly, the rear lateral control arm assembly 24, the rear H-arm assembly 25, the rear toe adjustment rod assembly 26, and the rear stabilizer bar assembly 32. a rear brake assembly 34 to which the toe adjustment rod assembly 26 and the wheel assembly 400 are connected; a rear H-arm connecting rod 28 to which the rear brake assembly 34 and the rear H-arm assembly 25 are connected; a rear spring member having one end connected to the rear H-arm assembly 25 and the other end used to connect to the vehicle body; wherein the rear shock absorber assembly, the rear spring member and the wheel assembly 400 are adjustable components, and the rear transverse control arm assembly 24, the rear H-arm assembly 25, the rear toe adjustment rod assembly 26, the rear H-arm connecting rod 28 and the rear brake assembly 34 are non-adjustable components.

[0119] The adjustable component has a certain size bandwidth range, and adjusting the size of the adjustable component can achieve changes in wheelbase and ground clearance for different vehicle models.

[0120] By adjusting and selecting the adjustable components, the above-mentioned chassis development platform can quickly evolve into different styles of vehicle models composed of SUV body, sedan body, passive suspension, active suspension, etc., thereby realizing the rapid development of the whole vehicle and shortening the vehicle development cycle.

[0121] For example, the rear spring member can be adjusted and selected from the rear coil spring 30 and the rear air spring 36, so that the rear suspension system 300 can be evolved between a passive rear suspension system and an active rear suspension system.

[0122] As an example, see Figure 7 As shown, when the rear suspension system 300 is a passive rear suspension system, the rear spring component includes a rear coil spring 30 and a rear coil spring upper pad 29 and a rear coil spring lower pad 31 located at both ends of the rear coil spring 30, the rear coil spring upper pad 29 is connected to the vehicle body, the rear coil spring lower pad 31 is connected to the rear H-arm assembly 25, and the rear shock absorber assembly is a passive rear shock absorber assembly 27.

[0123] As an example, see Figure 8 As shown, when the rear suspension system 300 is an active rear suspension system, the rear spring member is a rear air spring 36 , and the rear shock absorber assembly is an active rear shock absorber assembly 35 .

[0124] It is understandable that, combined with Figure 7 and Figure 8 As shown, when the rear suspension system 300 evolves between the passive rear suspension system and the active rear suspension system, the differences are mainly: the replacement between the rear coil spring 30 and the rear coil spring upper pad 29 and the rear coil spring lower pad 31 located at both ends of the rear coil spring 30 and the rear air spring 36, the replacement between the passive rear shock absorber assembly 27 and the active rear shock absorber assembly 35, and the remaining parts are completely universal.

[0125] For the front pillar assembly, by adjusting its height, the front suspension system 200 can be evolved in the SUV body and the sedan body. This is because the front pillar assembly is limited by the front hood height and the collision energy absorption space. The front hood of the sedan will be lower than that of the SUV (reflecting the low-lying body shape), so the front pillar assembly must be lowered. The rear pillar itself is relatively low in height, and the upper point is installed on the lower body, which will not occupy the space inside the car. SUVs and sedans can share it. Therefore, the rear suspension system 300 of the H-arm multi-link independent suspension structure is suitable for SUVs and sedans. Compared with SUVs, sedans only change the rear brake assembly 34 based on load reasons. The commonality rate of parts in the rear suspension system can be as high as 91%, further reducing costs.

[0126] The load point height dimension bandwidth of the rear coil spring 30 is +13 mm to -6 mm.

[0127] The height dimension bandwidth of the rear air spring 36 is +13 mm to -6 mm.

[0128] The maximum width of the outer diameter dimension of the tire 402 of the wheel assembly 400 is 804 mm, and the width of the dimension of the wheel offset L of the wheel assembly 400 is 40 mm to 50 mm.

[0129] The vehicle height can be changed by adjusting the following structures of the rear suspension system 300:

[0130] (1) adjusting the width of the tire outer diameter dimension of the wheel assembly 400 to change the Z-direction height of the wheel center;

[0131] (2) Adjust the load point height dimension bandwidth of the rear coil spring 30 to change the Z-direction height of the wheel center; or adjust the height of the rear air spring 36.

[0132] The change in the vehicle body width can be achieved by adjusting the following structures of the rear suspension system 300:

[0133] (1) Adjusting the width of the wheel offset L of the wheel assembly 400 so that the wheel center point moves outward or inward from direction Y;

[0134] (2) The width of the tire of the wheel assembly 400 is adjusted to change the Y-axis width of the vehicle.

[0135] The rear suspension system 300 achieves excellent motion characteristics of the wheel assembly 400 by reasonably designing the lengths and angles of the rear transverse control arm assembly 24, the rear H-arm assembly 25, the rear toe adjustment rod assembly 26, and the rear H-arm link 28. For example, compared with the common E-type four-link rear suspension or torsion beam rear suspension, the longitudinal displacement gradient of the rear suspension wheel center can achieve a larger negative value, ensuring that when the vehicle passes over a raised road surface, the tire 402 moves backward. This design can better mitigate the impact and improve the comfort of the whole vehicle; the camber gradient of the rear suspension wheel can achieve a larger negative value, so that when the wheel assembly 400 jumps, the tire 402 has a larger contact area, and the vehicle has better grip performance and stability; combined with the above-mentioned adjustment within the bandwidth range of the component size, the K characteristic index bandwidth of the rear suspension system 300 is:

[0136] (1) Rear suspension tire contact point runout longitudinal displacement gradient: -625~-268mm / m;

[0137] (2) Rear suspension wheel centerline longitudinal displacement gradient: -140~-70mm / m;

[0138] (3) Rear suspension wheel camber gradient: -34 to -20 deg / m;

[0139] (4) Lateral displacement gradient of rear suspension tire contact point: -212 to -153 mm / m;

[0140] (5) Rear suspension wheel bounce steering gradient: 3 to 7 degrees / m;

[0141] (6) Rear overhang roll center height: 120-180 mm;

[0142] (7) Rear suspension wheel camber gradient: -44 to -30 degrees / 100 degrees;

[0143] (8) Rear suspension wheel roll steering gradient: 2~8deg / 100deg.

[0144] The above excellent K characteristic performance bandwidth ensures the high performance of the chassis.

[0145] Furthermore, corresponding to the above-mentioned front subframe structure, in order to enable the above-mentioned chassis development platform to quickly evolve into a four-wheel drive model and a rear-wheel drive model, further realize the rapid development of the whole vehicle and shorten the whole vehicle development cycle. In this application, the rear subframe structure is a non-adjustable component; specifically, when the vehicle model is a rear-wheel drive model or a four-wheel drive model, the rear subframe structure is a rear subframe assembly 23.

[0146] The rear subframe assembly 23 is made of aluminum alloy and welded.

[0147] It can be seen that the chassis development platform provided by the present application has the above-mentioned excellent K characteristic performance bandwidth, which ensures the high performance of the chassis. The vehicle height and width have the above-mentioned series of adjustment methods and size bandwidths, which support the whole vehicle project to quickly evolve into models of different styles, thereby realizing the rapid development of the whole vehicle and shortening the whole vehicle development cycle; at the same time, the commonality rate of chassis system parts can reach 85%, further reducing the cost of vehicle development.

[0148] It can be understood that the above generalization rate calculation process is as shown in Table 1 and Table 2:

[0149] Table 1

[0150]

[0151]

[0152] Table 2

[0153]

[0154] Total generalization rate:

[0155] The number of common parts is 13+20=33, the total number is 17+22=39, and the commonality rate is 33 / 39=85%.

[0156] It should be noted that the wheel assembly is not managed as a platform part, and the commonality rate is not included in the calculation, because different vehicle models with different positioning will choose different tire models, different brands, and different rim shapes.

[0157] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0158] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0159] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A chassis development platform that can be used to develop multiple vehicle models, characterized in that: It includes: A front suspension part, a rear suspension part, and a wheel assembly (400) respectively connected to the front suspension part and the rear suspension part; The rear suspension part includes a rear suspension system (300) of an H-arm multi-link independent suspension structure; The front suspension part comprises a front suspension system (200) of a double wishbone independent suspension structure, and the front suspension system (200) comprises: Both are used for the front subframe structure and the front upper control arm assembly (16) connected to the vehicle body; A front steering gear assembly (12), a front lower front control arm assembly (14) and a front lower rear control arm assembly (13) all connected to one side of the front subframe structure; A front support assembly, the upper end of which is used to be connected to the vehicle body and the lower end of which is connected to the front lower rear control arm assembly (13), wherein the front support assembly is equipped with a front spring member; A front brake assembly connected to the front upper control arm assembly (16), the front lower front control arm assembly (14), the front lower rear control arm assembly (13) and the front steering gear assembly (12); The front support assembly, the front spring component, the wheel assembly (400) and the front brake assembly are adjustable components, and the front steering gear assembly (12), the front lower front control arm assembly (14) and the front lower rear control arm assembly (13) are non-adjustable components.

2. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 1, characterized in that: When the front suspension system (200) is a passive front suspension system, the front spring member is a front coil spring (151), the front strut assembly is selected from a first passive front strut assembly (15) or a second passive front strut assembly (19), and the length of the first passive front strut assembly (15) is greater than the length of the second passive front strut assembly (19).

3. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 2, characterized in that: When the front suspension system (200) is a passive front suspension system of an SUV, the front strut assembly is a first passive front strut assembly (15), and the front brake assembly is a first front brake assembly (17); When the front suspension system (200) is a passive front suspension system of a sedan body, the front strut assembly becomes a second passive front strut assembly (19), and the front brake assembly becomes a second front brake assembly (20).

4. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 2, characterized in that: The load point height dimension bandwidth of the front coil spring (151) is +7mm to -7mm.

5. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 1, characterized in that: When the front suspension system (200) is an active front suspension system, the front spring member is a front air spring (211), the front strut assembly is selected from a first active front strut assembly (21) or a second active front strut assembly (22), and the length of the first active front strut assembly (21) is greater than the length of the second active front strut assembly (22).

6. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 5, characterized in that: When the front suspension system (200) is an active front suspension system of an SUV body, the front strut assembly is a first active front strut assembly (21), and the front brake assembly is a first front brake assembly (17); When the front suspension system (200) is an active front suspension system of a sedan body, the front strut assembly becomes a second active front strut assembly (22), and the front brake assembly becomes a second front brake assembly (20).

7. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 5, characterized in that: The height dimension bandwidth of the front air spring (211) is +7mm to -7mm.

8. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 3 or 6, characterized in that: When the vehicle is in SUV form, the maximum width of the outer diameter dimension of the tire (402) of the wheel assembly (400) is 804 mm, and the width of the dimension of the wheel offset L of the wheel assembly (400) is 40 mm to 50 mm.

9. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 3 or 6, characterized in that: When in sedan form, the maximum width of the outer diameter dimension of the tire (402) of the wheel assembly (400) is 729 mm, and the width of the dimension of the wheel offset L of the wheel assembly (400) is 40 mm to 50 mm.

10. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 1, characterized in that: The kingpin axis (18) formed by the outer ball head point (161) of the front upper control arm assembly (16) and the midpoint (181) of the common vertical line is the rotation axis of the wheel assembly (400); The common perpendicular line is a common perpendicular line between a first axis (141) of the front lower front control arm assembly (14) and a second axis (131) of the front lower rear control arm assembly (13).

11. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 1, characterized in that: The K characteristic index bandwidth of the front suspension system (200) is: Front suspension tire contact point runout longitudinal displacement gradient: 61~102mm / m; Front suspension wheel heart beat longitudinal displacement gradient: -60~-10mm / m; Front suspension wheel camber gradient: -21~-11deg / m; Front suspension tire contact point jump lateral displacement gradient: -118~-60mm / m; Front suspension wheel bounce steering gradient: -7~-3deg / m; Front suspension roll center height: 70-100mm; Front suspension wheel camber gradient: -28~-17deg / 100deg; Front suspension wheel roll steering gradient: -8~-2deg / 100deg.

12. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 1, characterized in that: The front subframe structure is an adjustable component; When the vehicle model is a rear-wheel drive vehicle model, the front subframe structure is a front subframe assembly (11); When the vehicle type is a four-wheel drive vehicle type, the front subframe structure is a front subframe assembly (11), and the front subframe assembly (11) is provided with a front suspension bracket (111), a left rear suspension bracket (112) and a right rear suspension bracket (113).

13. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 1, characterized in that: The rear suspension system (300) comprises: A rear subframe structure for connection with the vehicle body; A rear transverse control arm assembly (24), a rear H-arm assembly (25), a rear toe adjustment rod assembly (26), and a rear stabilizer rod assembly (32) all connected to one side of the rear subframe structure; A rear stabilizer bar connecting rod assembly (33) connected to both the rear H-arm assembly (25) and the rear stabilizer bar assembly (32); The upper end is used for connecting the rear shock absorber assembly with the vehicle body; a rear brake assembly (34) connected to the lower end of the rear shock absorber assembly, the rear lateral control arm assembly (24), the rear H arm assembly (25), the rear toe adjustment rod assembly (26), and the wheel assembly (400); a rear H-arm connecting rod (28) connected to the rear brake assembly (34) and the rear H-arm assembly (25); One end of the spring is connected to the rear H-arm assembly (25) and the other end is used to connect to the rear spring member of the vehicle body; The rear shock absorber assembly, the rear spring component and the wheel assembly (400) are adjustable components, and the rear transverse control arm assembly (24), the rear H-arm assembly (25), the rear toe adjustment rod assembly (26), the rear H-arm connecting rod (28) and the rear brake assembly (34) are non-adjustable components.

14. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 13, characterized in that: When the rear suspension system (300) is a passive rear suspension system, the rear spring component comprises a rear coil spring (30) and a rear coil spring upper pad (29) and a rear coil spring lower pad (31) located at two ends of the rear coil spring (30), and the rear shock absorber assembly is a passive rear shock absorber assembly (27).

15. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 14, characterized in that: The load point height dimension bandwidth of the rear coil spring (30) is +13mm to -6mm.

16. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 13, characterized in that: When the rear suspension system (300) is an active rear suspension system, the rear spring member is a rear air spring (36), and the rear shock absorber assembly is an active rear shock absorber assembly (35).

17. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 16, characterized in that: The height dimension bandwidth of the rear air spring (36) is +13mm to -6mm.

18. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 13, characterized in that: The maximum width of the outer diameter dimension of the tire (402) of the wheel assembly (400) is 804 mm, and the width of the dimension of the wheel offset L of the wheel assembly (400) is 40 mm to 50 mm.

19. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 13, characterized in that: The K characteristic index bandwidth of the rear suspension system (300) is: The longitudinal displacement gradient of the rear suspension tire contact point: -625~-268mm / m; Rear suspension wheel center beat longitudinal displacement gradient: -140~-70mm / m; Rear suspension wheel camber gradient: -34~-20deg / m; The lateral displacement gradient of the rear suspension tire contact point: -212~-153mm / m; Rear suspension wheel bounce steering gradient: 3~7deg / m; Rear suspension roll center height: 120-180mm; Rear suspension wheel camber gradient: -44~-30deg / 100deg; Rear suspension wheel roll steering gradient: 2~8deg / 100deg.

20. The chassis development platform capable of evolving into multiple vehicle models as claimed in claim 13, characterized in that: The rear subframe structure is a non-adjustable component; When the vehicle type is a rear-wheel drive vehicle type or a four-wheel drive vehicle type, the rear subframe structure is a rear subframe assembly (23).

Images