Frame system and vehicle

Abstract

The application relates to the technical field of vehicle frames, and discloses a vehicle frame system and a vehicle. The vehicle frame system comprises a main frame and an auxiliary frame. The main frame comprises a first main longitudinal beam, a second main longitudinal beam, a first main cross beam and a second main cross beam. The first main cross beam and the second main cross beam are fixedly connected between the first main longitudinal beam and the second main longitudinal beam. The auxiliary frame comprises a first auxiliary cross beam and a second auxiliary cross beam. The first auxiliary cross beam and the second auxiliary cross beam are fixedly connected between the first main longitudinal beam and the second main longitudinal beam. In the height direction of the vehicle, the first auxiliary cross beam is located below the first main cross beam, and the projection of the first main cross beam in the height direction of the vehicle at least partially overlaps the first auxiliary cross beam. In the height direction of the vehicle, the second auxiliary cross beam is located below the second main cross beam, and the projection of the second main cross beam in the height direction of the vehicle at least partially overlaps the second auxiliary cross beam. Therefore, a double-arch ring structure can be formed, and the lateral stiffness and the torsional stiffness of the vehicle frame system can be improved.

Description

Technical Field

[0001] This application relates to the field of chassis technology, and more particularly to a chassis system and vehicle. Background Technology

[0002] In related technologies, the chassis system mainly consists of a main frame and a subframe. The main frame is mainly used to fix the vehicle body and support the vehicle body load. The subframe is connected to the main frame and is used to transmit the vertical force, lateral force and longitudinal force transmitted by the suspension to the main frame, so as to realize the motion attitude control when the vehicle moves.

[0003] However, with the rapid development of new energy vehicles, the weight of the vehicles is increasing, while the overall strength and rigidity of the traditional frame system are currently poor, making it difficult to meet the usage requirements of new energy vehicles. Summary of the Invention

[0004] This application provides a chassis system and vehicle that solves the technical problem of poor overall strength and rigidity of current chassis systems and improves the performance of the chassis system.

[0005] To achieve the above objectives, the main technical solutions adopted in this application include:

[0006] In a first aspect, embodiments of this application provide a chassis system for a vehicle, the chassis system comprising:

[0007] The main frame includes a first main longitudinal beam, a second main longitudinal beam, a first main cross beam, and a second main cross beam. The first main longitudinal beam and the second main longitudinal beam are spaced apart along the width direction of the vehicle, and the first main cross beam and the second main cross beam are spaced apart along the length direction of the vehicle. The first main cross beam and the second main cross beam are both fixedly connected between the first main longitudinal beam and the second main longitudinal beam.

[0008] The subframe includes a first sub-crossbeam and a second sub-crossbeam. The first and second sub-crossbeams are spaced apart along the length of the vehicle, and both the first and second sub-crossbeams are fixedly connected between the first and second main longitudinal beams.

[0009] Along the height direction of the vehicle, the first secondary crossbeam is located below the first main crossbeam, and the projection of the first main crossbeam in the height direction of the vehicle at least partially overlaps with the first secondary crossbeam. Along the height direction of the vehicle, the second secondary crossbeam is located below the second main crossbeam, and the projection of the second main crossbeam in the height direction of the vehicle at least partially overlaps with the second secondary crossbeam.

[0010] According to the vehicle frame system proposed in the first aspect of this application, when the main frame and the subframe are connected to each other, the first main crossbeam, the first secondary crossbeam, the first main longitudinal beam and the second main longitudinal beam can form a closed first ring structure, and the second main crossbeam, the second secondary crossbeam, the first main longitudinal beam and the second main longitudinal beam can form a closed second ring structure. The closed ring structure is relatively stable and has good resistance to deformation. Therefore, the double-arched ring structure is beneficial to improving the overall strength and rigidity of the vehicle frame system, and also beneficial to improving the torsional rigidity of the vehicle frame system, so that it can meet the usage requirements of new energy vehicles.

[0011] Optionally, the projection of the first main crossbeam in the height direction of the vehicle overlaps with the first secondary crossbeam, and the projection of the second main crossbeam in the height direction of the vehicle overlaps with the second secondary crossbeam. Furthermore, along the length direction of the vehicle, the distance between the central axis of the first main crossbeam and the central axis of the second main crossbeam is equal to the distance between the central axis of the first secondary crossbeam and the central axis of the second secondary crossbeam.

[0012] Optionally, along the width direction of the vehicle, both the first and second crossbeams include a first connecting section, a first transition section, an intermediate section, a second transition section, and a second connecting section connected in sequence. The first connecting section, the intermediate section, and the second connecting section are generally horizontally arranged. From the first connecting section to the intermediate section, the distance between the first transition section and the main frame along the height direction of the vehicle increases. From the second connecting section to the intermediate section, the distance between the second transition section and the main frame along the height direction of the vehicle increases.

[0013] Optionally, the intermediate section has a first mounting hole for mounting a first control arm and a second mounting hole for mounting a second control arm, with the first mounting hole and the second mounting hole being symmetrical along the width direction of the vehicle.

[0014] The first connecting section has a third mounting hole for mounting the third control arm, and the second connecting section has a fourth mounting hole for mounting the fourth control arm. The third mounting hole and the fourth mounting hole are symmetrical along the width direction of the vehicle.

[0015] Optionally, the main frame also includes a first longitudinal connector and a second longitudinal connector. Along the width direction of the vehicle, the first longitudinal connector and the second longitudinal connector are spaced apart, and both the first longitudinal connector and the second longitudinal connector are fixedly connected between the first main crossbeam and the second main crossbeam.

[0016] The subframe also includes a first shock absorber mounting bracket and a second shock absorber mounting bracket. Along the width direction of the vehicle, the first shock absorber mounting bracket and the second shock absorber mounting bracket are spaced apart. The first shock absorber mounting bracket and the second shock absorber mounting bracket are both fixedly connected between the first sub-crossbeam and the second sub-crossbeam.

[0017] The first shock absorber mounting bracket is fixedly connected to the first longitudinal connecting member, and the second shock absorber mounting bracket is fixedly connected to the second longitudinal connecting member.

[0018] Optionally, the subframe also includes a first stabilizer bar mounting bracket and a second stabilizer bar mounting bracket. Along the width direction of the vehicle, the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are spaced apart, and both the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are located between the first shock absorber mounting bracket and the second shock absorber mounting bracket. Both the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are fixedly connected between the first sub-crossbeam and the second sub-crossbeam.

[0019] Optionally, the subframe also includes a first longitudinal reinforcement and a second longitudinal reinforcement. The first longitudinal reinforcement and the second longitudinal reinforcement are spaced apart along the width direction of the vehicle, and both the first longitudinal reinforcement and the second longitudinal reinforcement are located between the first shock absorber mounting bracket and the second shock absorber mounting bracket. Both the first longitudinal reinforcement and the second longitudinal reinforcement are fixedly connected between the first sub-crossbeam and the second sub-crossbeam. The first longitudinal reinforcement is fixedly connected to the first stabilizer bar mounting bracket, and the second longitudinal reinforcement is fixedly connected to the second stabilizer bar mounting bracket.

[0020] Optionally, the main frame also includes a third main crossbeam and a fourth main crossbeam, which are spaced apart along the length of the vehicle. The third main crossbeam is located on the side of the first main crossbeam away from the second main crossbeam, and the fourth main crossbeam is located on the side of the second main crossbeam away from the first main crossbeam. Both the third and fourth main crossbeams are fixedly connected between the first and second main longitudinal beams.

[0021] Optionally, the extension direction of the first main longitudinal beam is parallel to the length direction of the vehicle.

[0022] Secondly, embodiments of this application provide a vehicle including the chassis system of the first aspect embodiment.

[0023] According to the vehicle proposed in the second aspect of this application, by providing the above-mentioned frame system, when the main frame and the subframe are connected to each other, the first main crossbeam, the first secondary crossbeam, the first main longitudinal beam and the second main longitudinal beam can form a closed first ring structure, and the second main crossbeam, the second secondary crossbeam, the first main longitudinal beam and the second main longitudinal beam can form a closed second ring structure. The closed ring structure is relatively stable and has good resistance to deformation. Therefore, the double-arched ring structure is beneficial to improving the overall strength and rigidity of the frame system, and also beneficial to improving the torsional rigidity of the frame system, so that it can meet the usage requirements of new energy vehicles. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0025] Figure 1 A perspective view of a vehicle frame system provided in one embodiment of this application;

[0026] Figure 2 A bottom view of the main frame provided in one embodiment of this application;

[0027] Figure 3 A top view of a subframe provided in one embodiment of this application;

[0028] Figure 4 This is a top view of a chassis system provided in one embodiment of this application;

[0029] Figure 5 A front view of a chassis system provided in one embodiment of this application;

[0030] Figure 6 A front view of a chassis system provided for another embodiment of this application.

[0031] [Explanation of Labels in the Attached Image]

[0032] Chassis system 100;

[0033] Main frame 1; First main longitudinal beam 11; Second main longitudinal beam 12; First main cross beam 13; Second main cross beam 14; First longitudinal connector 15; Second longitudinal connector 16; Third main cross beam 17; Fourth main cross beam 18;

[0034] Subframe 2; First sub-crossbeam 21; Second sub-crossbeam 22; First connecting section 23; Third mounting hole 231; First transition section 24; Intermediate section 25; First mounting hole 251; Second mounting hole 252; Second transition section 26; Second connecting section 27; Fourth mounting hole 271; First shock absorber mounting bracket 28; Second shock absorber mounting bracket 29; First stabilizer bar mounting bracket 210; Second stabilizer bar mounting bracket 211; First longitudinal reinforcement 212; Second longitudinal reinforcement 213;

[0035] Shock absorber 3; stabilizer bar 4; first longitudinal arm 5; second longitudinal arm 6; first cross arm 7; second cross arm 8; third cross arm 9; fourth cross arm 10;

[0036] The width of the vehicle is X; the length of the vehicle is Y; and the height of the vehicle is Z. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0038] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0039] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0040] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0041] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0042] In this application, "multiple" refers to two or more (including two), and similarly, "multiple groups" refers to two or more (including two), and "multiple pieces" refers to two or more (including two).

[0043] It should be noted that in the relevant technology, the frame system mainly consists of a main frame and a subframe. The main frame is mainly used to fix the vehicle body and support the vehicle body load. The subframe is connected to the main frame and is used to transmit the vertical force, lateral force and longitudinal force transmitted by the suspension to the main frame, so as to realize the motion attitude control when the vehicle moves.

[0044] However, with the rapid development of new energy vehicles, the weight of the vehicles is increasing, while the overall strength and rigidity of the traditional frame system are currently poor, making it difficult to meet the usage requirements of new energy vehicles.

[0045] Based on this, this application proposes a frame system 100. When the main frame 1 and the subframe 2 are connected to each other, the first main crossbeam 13, the first secondary crossbeam 21, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a closed first ring structure, and the second main crossbeam 14, the second secondary crossbeam 22, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a closed second ring structure. The closed ring structure is relatively stable and has good resistance to deformation. Therefore, the double-arched ring structure is beneficial to improving the overall strength and rigidity of the frame system 100, and also beneficial to improving the torsional rigidity of the frame system 100, so that it can meet the usage requirements of new energy vehicles.

[0046] like Figures 1-6 As shown, the vehicle frame system 100 according to the first aspect embodiment of this application includes: a main frame 1 and a subframe 2.

[0047] Specifically, the main frame 1 comprises a first main longitudinal beam 11, a second main longitudinal beam 12, a first main crossbeam 13, and a second main crossbeam 14. Along the width direction X of the vehicle, the first main longitudinal beam 11 and the second main longitudinal beam 12 are spaced apart. The first main longitudinal beam 11 may be parallel to the second main longitudinal beam 12, or it may not be parallel to the second main longitudinal beam 12. Along the length direction Y of the vehicle, the first main crossbeam 13 and the second main crossbeam 14 are spaced apart. The first main crossbeam 13 may be parallel to the second main crossbeam 14, or it may not be parallel to the second main crossbeam 14. The first main crossbeam 13 and the second main crossbeam 14 are fixedly connected between the first main longitudinal beam 11 and the second main longitudinal beam 12. The fixing and installation methods include, but are not limited to, welding and bolt connection. This makes the assembled main frame 1 have a frame structure, thereby ensuring a certain rigidity and strength.

[0048] Furthermore, the main frame 1 is primarily used to connect the longitudinal control arms, for example, such as Figure 1As shown, the longitudinal control arm includes a first longitudinal arm 5 and a second longitudinal arm 6. The first and second longitudinal arms 5 extend along the length Y direction of the vehicle. One end of the first longitudinal arm 5 is connected to the first main longitudinal beam 11, and the other end is connected to the axle assembly (not shown in the figure). In the height Z direction of the vehicle, the height of the connection point between the first longitudinal arm 5 and the first main longitudinal beam 11 is higher than the height of the connection point between the first longitudinal arm 5 and the axle assembly. Furthermore, one end of the second longitudinal arm 6 is connected to the second main longitudinal beam 12, and the other end of the first longitudinal arm 5 is connected to the axle assembly (not shown in the figure). In the height Z direction of the vehicle, the height of the connection point between the second longitudinal arm 6 and the second main longitudinal beam 12 is higher than the height of the connection point between the second longitudinal arm 6 and the axle assembly. With this configuration, the first and second longitudinal arms 5 and 6 can support the main frame 1 in both the length Y and height directions of the vehicle.

[0049] Furthermore, the first main crossbeam 13 and the second main crossbeam 14 are both fixedly connected between the first main longitudinal beam 11 and the second main longitudinal beam 12, and the first main crossbeam 13 and the second main crossbeam 14 are also fixedly connected to the vehicle floor. In this way, the relative positions of the first main longitudinal beam 11, the second main longitudinal beam 12, the first main crossbeam 13 and the second main crossbeam 14 can be maintained and supported on the floor. When the first longitudinal arm 5 and the second longitudinal arm 6 apply control force and torsional torque, they can be transmitted to the vehicle body through the main frame 1, thereby realizing the functions of the vehicle body moving forward, backward, and stopping.

[0050] Furthermore, the subframe 2 includes a first sub-crossbeam 21 and a second sub-crossbeam 22. Along the length direction Y of the vehicle, the first sub-crossbeam 21 and the second sub-crossbeam 22 are spaced apart. The first sub-crossbeam 21 may be parallel to the second sub-crossbeam 22, or it may not be parallel to the second sub-crossbeam 22. The first sub-crossbeam 21 and the second sub-crossbeam 22 are both fixedly connected between the first main longitudinal beam 11 and the second main longitudinal beam 12. The fixing and installation methods include, but are not limited to, welding and bolt connection. With this arrangement, the first sub-crossbeam 21 and the second sub-crossbeam 22 support the main frame 1 in the height direction Z of the vehicle.

[0051] It should be noted that the subframe 2 is mainly used to connect the lateral control arm. For example, combined with... Figure 1 , Figure 3 and Figure 6As shown, the lateral control arm includes two first lateral arms 7, two second lateral arms 8, a third lateral arm 9, and a fourth lateral arm 10. The first lateral arms 7 and the second lateral arms 8 are symmetrical along the width direction X of the vehicle, and the third lateral arms 9 and the fourth lateral arms 10 are symmetrical along the width direction X of the vehicle and along the length direction Y of the vehicle. The two first lateral arms 7 are symmetrically arranged, and the two second lateral arms 8 are symmetrically arranged along the length direction Y of the vehicle. One end of the first lateral arm 7 is connected to the first sub-beam 21, and the other end of the first lateral arm 7 is connected to the axle assembly. One end of the second lateral arm 7 is connected to the second sub-beam 22, and the other end of the second lateral arm 7 is connected to the axle assembly. One end of the first lateral arm 8 is connected to the first sub-beam 21, and the other end of the first lateral arm 8 is connected to the axle assembly. One end of the second lateral arm 8 is connected to the second sub-beam 22, and the other end of the second lateral arm 8 is connected to the axle assembly. The axle assembly is connected as follows: one end of the third crossarm 9 is connected to both the first sub-beam 21 and the second sub-beam 22, and the other end of the third crossarm 9 is connected to the axle assembly; one end of the fourth crossarm 10 is connected to both the first sub-beam 21 and the second sub-beam 22, and the other end of the fourth crossarm 10 is connected to the axle assembly. It can be understood that the first crossarm 7, the second crossarm 8, the third crossarm 9, and the fourth crossarm 10 extend along the width direction X of the vehicle as a whole, and in the height direction Z of the vehicle, the height of the connection point between the first crossarm 7 and the subframe 2 is higher than the height of the connection point between the first crossarm 7 and the axle assembly; the height of the connection point between the second crossarm 8 and the subframe 2 is higher than the height of the connection point between the second crossarm 8 and the axle assembly; the height of the connection point between the third crossarm 9 and the subframe 2 is higher than the height of the connection point between the third crossarm 9 and the axle assembly; and the height of the connection point between the fourth crossarm 10 and the subframe 2 is higher than the height of the connection point between the fourth crossarm 10 and the axle assembly. With this configuration, the first crossarm 7, the second crossarm 8, the third crossarm 9, and the fourth crossarm 10 can support the main frame 1 in the width direction X and the height direction of the vehicle, ensuring the support height of the main frame 1. Furthermore, the control force and torsional torque on the first crossarm 7, the second crossarm 8, the third crossarm 9, and the fourth crossarm 10 can be transmitted to the first main longitudinal beam 11 and the second main longitudinal beam 12 through the first secondary crossbeam 21 and the second secondary crossbeam 22. Subsequently, the first main longitudinal beam 11 and the second main longitudinal beam 12 of the main frame 1 transmit the force to the vehicle body, thereby enabling control of the vehicle body's motion posture, such as realizing vehicle steering and return-to-center functions.

[0052] As described above, by using the main frame 1 and the subframe 2 together, not only is the supporting and load-bearing function of the main frame 1 realized, but the subframe 2, in conjunction with the control arm, can also transmit the force and torque of the vehicle in the height, length and width directions to the main frame 1, thereby realizing the motion attitude control of the vehicle when it moves.

[0053] However, with the rapid development of new energy vehicles, the weight of the vehicles is increasing, while the overall strength and rigidity of the current traditional frame system are poor, making it difficult to meet the usage requirements of new energy vehicles.

[0054] Based on this, the frame system 100 in this application, after the main frame 1 and the subframe 2 are interconnected, improves the overall strength and rigidity of the frame system 100 by forming two ring structures. Specifically, as follows: Figure 4 and Figure 5 As shown, along the vehicle's height direction Z, the first secondary crossbeam 21 is located below the first main crossbeam 13, and the projection of the first main crossbeam 13 in the vehicle's height direction Z at least partially overlaps with the first secondary crossbeam 21. That is, along the vehicle's height direction Z, the first secondary crossbeam 21 is located below the first main crossbeam 13. It can be understood that the first secondary crossbeam 21 can be spaced apart from or attached to the first main crossbeam 13. Furthermore, the projection of the first main crossbeam 13 in the vehicle's height direction Z at least partially overlaps with the first secondary crossbeam 21; that is, the projection of the first main crossbeam 13 in the vehicle's height direction Z can partially cover the first secondary crossbeam 21. For example, the first main crossbeam 13 can be constructed as a straight crossbeam extending horizontally along the vehicle's width direction X, and the first secondary crossbeam 21 can be constructed as a curved crossbeam arranged along the vehicle's width direction X. The first main crossbeam 13 has a larger dimension (width) in the length direction Y of the vehicle than the first secondary crossbeam 21 in the length direction Y of the vehicle. At the same time, the projection of the first main crossbeam 13 in the height direction Z of the vehicle partially overlaps with the first secondary crossbeam 21. For example, along the length direction Y of the vehicle, the first main crossbeam 13 and the first secondary crossbeam 21 are partially offset. When the first secondary crossbeam 21, the first main crossbeam 13 and the first secondary crossbeam 13 are fixedly connected between the first main longitudinal beam 11 and the second main longitudinal beam 12, the first main crossbeam 13, the first secondary crossbeam 21, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a closed first ring structure. The closed first ring structure can also improve the connection strength. When the vehicle body is torn, the closed first ring structure can resist large torque deformation, which is beneficial to improving the torsional stiffness of the frame system 100.

[0055] Furthermore, along the height direction Z of the vehicle, the second secondary crossbeam 22 is located below the second main crossbeam 14, and the projection of the second main crossbeam 14 in the height direction Z of the vehicle at least partially overlaps with the second secondary crossbeam 22.

[0056] In other words, the second main crossbeam 14, the second secondary crossbeam 22, the first main longitudinal beam 11, and the second main longitudinal beam 12 can form a closed second ring structure. The specific formation process is similar to that described above, and the function of the second ring structure is the same as that of the first ring structure. These details will not be repeated here.

[0057] It should be noted that, as a preferred embodiment, the projection of the first main crossbeam 13 in the vehicle's height direction Z can completely cover the first secondary crossbeam 21. Continuing with the example of the first main crossbeam 13 being a straight crossbeam extending horizontally along the vehicle's width direction X, and the first secondary crossbeam 21 being a curved beam arranged along the vehicle's width direction X, the dimension (width) of the first main crossbeam 13 in the vehicle's length direction Y is greater than or equal to the dimension (width) of the first secondary crossbeam 21 in the vehicle's length direction Y. Thus, when the projection of the first main crossbeam 13 in the vehicle's height direction Z completely overlaps with the first secondary crossbeam 21, the projection of the first main crossbeam 13 in the vehicle's height direction Z can completely cover the first secondary crossbeam 21. After the first secondary crossbeam 21 and the first main crossbeam 13 are fixedly connected between the first main longitudinal beam 11 and the second main longitudinal beam 12, as... Figure 5 As shown, the first main crossbeam 13, the first secondary crossbeam 21, the first main longitudinal beam 11, and the second main longitudinal beam 12 can form a coplanar and closed first annular structure in the vertical plane, wherein the vertical plane is a virtual plane formed by the vehicle's height direction Z and width direction. With this configuration, the first annular structure is constructed as a closed annular structure, and the first main crossbeam 13 and the first secondary crossbeam 21 overlap in the first annular structure. This is beneficial for further improving the support capacity of the first annular structure in the vehicle's height direction Z and the vehicle's support stiffness in the width direction.

[0058] Furthermore, along the vehicle's height direction Z, the second secondary crossbeam 22 is located below the second main crossbeam 14, and the projection of the second main crossbeam 14 along the vehicle's height direction Z can completely cover the second secondary crossbeam 22. In other words, the second main crossbeam 14, the second secondary crossbeam 22, the first main longitudinal beam 11, and the second main longitudinal beam 12 can form a coplanar and closed second ring structure in the vertical plane. The specific formation process is similar to that described above, and the function of the second ring structure is the same as that of the first ring structure; therefore, it will not be elaborated further here.

[0059] As another preferred embodiment, the projection of the first main crossbeam 13 in the height direction Z of the vehicle is completely located within the first secondary crossbeam 21. Continuing with the example of the first main crossbeam 13 being constructed as a straight crossbeam extending horizontally along the width direction X of the vehicle, and the first secondary crossbeam 21 being constructed as a curved beam arranged along the width direction X of the vehicle, the dimension (width) of the first main crossbeam 13 in the length direction Y of the vehicle is smaller than the dimension (width) of the first secondary crossbeam 21 in the length direction Y of the vehicle. Thus, when the projection of the first main crossbeam 13 in the height direction Z of the vehicle completely overlaps with the first secondary crossbeam 21, the projection of the first main crossbeam 13 in the height direction Z of the vehicle is completely located within the first secondary crossbeam 21. When the first secondary crossbeam 21, the first main crossbeam 13, and the first main longitudinal beam 11 and the second main longitudinal beam 12 are fixedly connected, the first main crossbeam 13, the first secondary crossbeam 21, the first main longitudinal beam 11, and the second main longitudinal beam 12 can also form a coplanar and closed first annular structure in the vertical plane, wherein the vertical plane is a virtual plane formed by the height direction Z and the width direction of the vehicle. With this configuration, the first ring structure is constructed as a closed ring structure, and the first main crossbeam 13 and the first secondary crossbeam 21 in the first ring structure overlap. This is beneficial to further improve the support capacity of the first ring structure in the height direction Z of the vehicle and the support stiffness of the vehicle in the width direction.

[0060] Furthermore, along the vehicle's height direction Z, the second secondary crossbeam 22 is located below the second main crossbeam 14, and the projection of the second main crossbeam 14 in the vehicle's height direction Z lies entirely within the second secondary crossbeam 22. In other words, the second main crossbeam 14, the second secondary crossbeam 22, the first main longitudinal beam 11, and the second main longitudinal beam 12 can form a coplanar and closed second ring structure in the vertical plane. The specific formation process is similar to that described above, and the function of the second ring structure is the same as that of the first ring structure; therefore, it will not be elaborated further here.

[0061] In summary, according to the vehicle frame system 100 proposed in the first aspect embodiment of this application, when the main frame 1 and the subframe 2 are connected to each other, the first main crossbeam 13, the first secondary crossbeam 21, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a closed first ring structure, and the second main crossbeam 14, the second secondary crossbeam 22, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a closed second ring structure. The closed ring structure is relatively stable and has good resistance to deformation. Therefore, the double-arched ring structure is beneficial to improving the overall strength and rigidity of the vehicle frame system 100, and also beneficial to improving the torsional rigidity of the vehicle frame system 100, so that it can meet the usage requirements of new energy vehicles.

[0062] In some embodiments of this application, the projection of the first main crossbeam 13 in the height direction Z of the vehicle overlaps with the first secondary crossbeam 12, and the projection of the second main crossbeam 14 in the height direction Z of the vehicle overlaps with the second secondary crossbeam 22. Furthermore, along the length direction Y of the vehicle, the distance between the central axis of the first main crossbeam 13 and the central axis of the second main crossbeam 14 is equal to the distance between the central axis of the first secondary crossbeam 21 and the central axis of the second secondary crossbeam 22.

[0063] It is understood that the central axis of the first main crossbeam 13 extends along the width direction X of the vehicle and is located at the center of the first main crossbeam 13, the central axis of the second main crossbeam 14 extends along the width direction X of the vehicle and is located at the center of the second main crossbeam 14, the central axis of the first secondary crossbeam 21 extends along the width direction X of the vehicle and is located at the center of the first secondary crossbeam 21, and the central axis of the second secondary crossbeam 22 extends along the width direction X of the vehicle and is located at the center of the second secondary crossbeam 22.

[0064] Specifically, the projection of the first main crossbeam 13 in the height direction Z of the vehicle overlaps with the first secondary crossbeam 12, and the projection of the second main crossbeam 14 in the height direction Z of the vehicle overlaps with the second secondary crossbeam 22. When the first main crossbeam 13, the second main crossbeam 14, the first secondary crossbeam 21, and the second secondary crossbeam 22 are all fixedly installed between the first main longitudinal beam 11 and the second main longitudinal beam 12, it is ensured that in the length direction Y of the vehicle, the distance between the central axis of the first main crossbeam 13 and the central axis of the second main crossbeam 14 is equal to the distance between the central axis of the first secondary crossbeam 21 and the central axis of the second secondary crossbeam 22, or the distance between the central axis of the first main crossbeam 13 and the central axis of the second main crossbeam 14 is slightly greater than the distance between the central axis of the first secondary crossbeam 21 and the central axis of the second secondary crossbeam 22, or the distance between the central axis of the first main crossbeam 13 and the central axis of the second main crossbeam 14 is slightly less than the distance between the central axis of the first secondary crossbeam 21 and the central axis of the second secondary crossbeam 22. This configuration ensures that the central axis of the first main crossbeam 13 is basically coincident with the central axis of the first secondary crossbeam 21, and that the central axis of the second main crossbeam 14 is basically coincident with the central axis of the second secondary crossbeam 22. In this way, the first secondary crossbeam 21 can better support the first main crossbeam 13 in the height direction Z of the vehicle, and the second secondary crossbeam 22 can better support the second main crossbeam 14 in the height direction Z of the vehicle, thereby helping to further improve the load-bearing capacity of the frame system 100.

[0065] In some embodiments of this application, such as Figure 5 and Figure 6As shown, along the width direction X of the vehicle, both the first sub-beam 21 and the second sub-beam 22 include a first connecting section 23, a first transition section 24, an intermediate section 25, a second transition section 26, and a second connecting section 27 connected in sequence. The first sub-beam 21 and the second sub-beam 22 can be constructed as a single integral part. For example, the first sub-beam 21 and the second sub-beam 22 can be manufactured by integral stamping or integral casting. Furthermore, the first connecting section 23, the first transition section 24, the intermediate section 25, the second transition section 26, and the second connecting section 27 in the first sub-beam 21 and the second sub-beam 22 can also be connected separately. For example, the first connecting section 23, the first transition section 24, the intermediate section 25, the second transition section 26, and the second connecting section 27 can be connected into a whole by welding in sequence.

[0066] In some embodiments of this application, the first connecting segment 23, the middle segment 25, and the second connecting segment 27 are generally arranged horizontally. From the first connecting segment 23 to the middle segment 25, the distance between the first transition segment 24 and the main frame 1 along the height direction Z of the vehicle increases. From the second connecting segment 27 to the middle segment 25, the distance between the second transition segment 26 and the main frame 1 along the height direction Z of the vehicle increases.

[0067] Specifically, taking the projection of the first main crossbeam 13 in the vehicle's height direction Z overlapping with the first secondary crossbeam 21 and the projection of the second main crossbeam 14 in the vehicle's height direction Z overlapping with the first secondary crossbeam 22 as examples, the first connecting section 23, the middle section 25, and the second connecting section 27 are generally horizontally arranged. Along the vehicle's height direction Z, the first connecting section 23 and the second connecting section 27 are at the same horizontal height, the middle section 25 is located below the first connecting section 23 and the second connecting section 27, the first transition section 24 connects the first connecting section 23 and the middle section 25, and the second transition section 26 connects the second connecting section 27 and the middle section 25. The main frame 1 and the subframe 2 cooperate. After assembly, the first main crossbeam 13, the first secondary crossbeam 21, the first main longitudinal beam 11, and the second main longitudinal beam 12 form a coplanar and closed first arched ring structure in the vertical plane. The second main crossbeam 14, the second secondary crossbeam 22, the first main longitudinal beam 11, and the second main longitudinal beam 12 form a coplanar and closed second arched ring structure in the vertical plane. Both the first and second arched ring structures arch downwards along the height of the vehicle body. The double arched ring structure not only satisfies the support strength and rigidity of the frame system 100 in the width direction X of the vehicle, but also helps to improve the overall torsional rigidity of the frame system 100. At the same time, it can also form clearance space, thereby providing an installation point for the installation of the lateral control arm.

[0068] In some embodiments of this application, such as Figure 1 , Figure 5 and Figure 6As shown, the intermediate section 25 has a first mounting hole 251 for mounting the first crossarm 7 and a second mounting hole 252 for mounting the second crossarm 8. The first mounting hole 251 and the second mounting hole 252 are symmetrical along the width direction X of the vehicle. The first connecting section 23 has a third mounting hole 231 for mounting the third crossarm 9. The second connecting section 27 has a fourth mounting hole 271 for mounting the fourth crossarm 10. The third mounting hole 231 and the fourth mounting hole 271 are symmetrical along the width direction X of the vehicle.

[0069] Specifically, the middle sections 25 of the first and second sub-beams 21 and 22 each have symmetrically arranged first mounting holes 251 and second mounting holes 252. It should be noted that, referring to... Figure 1 and Figure 5 As shown, a first crossarm 7 is installed in the first mounting hole 251 of the first sub-beam 21, another first crossarm 7 is installed in the first mounting hole 251 of the second sub-beam 22, a second crossarm 8 is installed in the second mounting hole 252 of the first sub-beam 21, and another second crossarm 8 is installed in the second mounting hole 252 of the second sub-beam 22. The first crossarm 7 is used to transmit the left-side control force, and the second crossarm 8 is used to transmit the right-side control force. Since the first mounting hole 251 and the second mounting hole 252 are symmetrically arranged on the horizontally arranged intermediate section 25 along the width direction X of the vehicle, the forces on the first mounting hole 251 and the second mounting hole 252 on the first sub-beam 21 can be transmitted horizontally on the intermediate section 25 and form a two-force balance. Similarly, the forces on the first mounting hole 251 and the second mounting hole 252 on the second sub-beam 22 can be transmitted horizontally on the intermediate section 25 and form a two-force balance, thereby optimizing the force transmission path of the first crossarm 7 and the second crossarm 8.

[0070] Furthermore, the third crossarm 9 is installed between the third mounting hole 231 of the first sub-beam 21 and the third mounting hole 231 of the second sub-beam 22, and the fourth crossarm 10 is installed between the fourth mounting hole 271 of the first sub-beam 21 and the fourth mounting hole 271 of the second sub-beam 22. It can be understood that both the third crossarm 9 and the fourth crossarm 10 are double-forked crossarms. Double-forked crossarms can bear forces in both the length and width directions of the vehicle. Along the width direction X of the vehicle, the third mounting hole 231 and the fourth mounting hole 271 are symmetrical. With this arrangement, the forces on the third mounting hole 231 and the fourth mounting hole 271 can be transmitted horizontally along the width direction X of the vehicle and form a two-force balance, thereby optimizing the force transmission path of the third crossarm 9 and the fourth crossarm 10.

[0071] It should be noted that, as Figure 3 , Figure 5 and Figure 6As shown, the first and second sub-beams 21 have the same structure. The first mounting holes 251, 252, 231, and 271 of the first sub-beam 21 are located on the first arched ring structure, while the first mounting holes 251, 252, 231, and 271 of the second sub-beam 21 are located on the second arched ring structure. With this arrangement, the force of the control arm on the first sub-beam 21 can be well distributed to the first arched ring structure, and the force of the control arm on the second sub-beam 21 can be well distributed to the second arched ring structure, thus making the force of the control arm more evenly distributed.

[0072] In some embodiments of this application, such as Figure 2 and Figure 3 As shown, the main frame 1 also includes a first longitudinal connector 15 and a second longitudinal connector 16. Along the width direction X of the vehicle, the first longitudinal connector 15 and the second longitudinal connector 16 are spaced apart. The first longitudinal connector 15 and the second longitudinal connector 16 are both fixedly connected between the first main crossbeam 13 and the second main crossbeam 14. The subframe 2 also includes a first shock absorber mounting bracket 28 and a second shock absorber mounting bracket 29. Along the width direction X of the vehicle, the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29 are spaced apart. The first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29 are both fixedly connected between the first secondary crossbeam 21 and the second secondary crossbeam 22. The first shock absorber mounting bracket 28 is fixedly connected to the first longitudinal connector 15, and the second shock absorber mounting bracket 29 is fixedly connected to the second longitudinal connector 16.

[0073] Specifically, such as Figure 2 As shown, the first longitudinal connector 15 and the second longitudinal connector 16 are both fixedly connected between the first main crossbeam 13 and the second main crossbeam 14. The fixed connection method includes, but is not limited to, welding and bolt connection. This can provide support between the first main crossbeam 13 and the second main crossbeam 14, which is beneficial to improving the rigidity and strength of the first main crossbeam 13 and the second main crossbeam 14.

[0074] Furthermore, the subframe 2 also includes a first shock absorber mounting bracket 28 and a second shock absorber mounting bracket 29. Along the width direction X of the vehicle, the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29 are spaced apart. The first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29 are both fixedly connected between the first sub-beam 21 and the second sub-beam 22. The fixed connection method includes, but is not limited to, welding, bolt connection, etc. It should be noted that the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29 are both used to install shock absorbers 3. With this arrangement, the excitation from the road surface can be transmitted to the first sub-beam 21 and the second sub-beam 22 through the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29, and then transmitted to the main frame 1 through the first sub-beam 21 and the second sub-beam 22.

[0075] like Figure 3 As shown, the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29 serve as connecting structures between the first sub-beam 21 and the second sub-beam 22. Compared with the traditional crossbeam assembly method, they greatly reduce the size of the subframe 2 along the length Y of the vehicle, making the subframe 2 more compact. When the subframe 2 is subjected to excitation from the road surface, the subframe 2 can withstand greater lateral force, longitudinal force, or torsional force. That is, the compact design improves the deformation resistance of the subframe 2, which is beneficial to indirectly improve the overall strength and rigidity of the frame system 100.

[0076] Meanwhile, placing the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29 on the subframe 2 also enhances the function of the subframe 2. By directly integrating the shock absorber 3 mounting function into the subframe 2, the number of parts in the subframe 2 can be further reduced, which is conducive to saving assembly costs.

[0077] Furthermore, the first shock absorber mounting bracket 28 is fixedly connected to the first longitudinal connecting member 15, and the second shock absorber mounting bracket 29 is fixedly connected to the second longitudinal connecting member 16. The fixing method includes, but is not limited to, bolt connection, which helps to improve the support stiffness of the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29. Moreover, the force on the shock absorber 3 assembled with the first shock absorber mounting bracket 28 is transmitted through the first shock absorber mounting bracket 28 to the first sub-beam 21, the second sub-beam 22, and the first longitudinal connecting member 16, respectively. 5. Similarly, the force on the shock absorber 3, which is assembled in conjunction with the second shock absorber mounting bracket 29, is transmitted through the second shock absorber mounting bracket 29 to the first sub-beam 21, the second sub-beam 22, and the second longitudinal connector 16, respectively. This arrangement optimizes the force transmission path, so that the force of the shock absorber 3 is transmitted directly to the main frame 1 through the first longitudinal connector 15 and the second longitudinal connector 16, and indirectly to the main frame 1 through the sub-frame 2. This achieves force dispersion, which helps to reduce vehicle vibration and improve ride comfort.

[0078] In some embodiments of this application, such as Figure 3 As shown, the subframe 2 also includes a first stabilizer bar mounting bracket 210 and a second stabilizer bar mounting bracket 211. Along the width direction X of the vehicle, the first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211 are spaced apart, and both the first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211 are located between the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29. Both the first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211 are fixedly connected between the first sub-crossbeam 21 and the second sub-crossbeam 22.

[0079] Specifically, a first stabilizer bar mounting bracket 210 and a second stabilizer bar mounting bracket 211 are provided between the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29. Along the width direction X of the vehicle, the first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211 are spaced apart. Both the first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211 are used to mount the stabilizer bar 4. Both the first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211 are fixedly connected between the first sub-crossbeam 21 and the second sub-crossbeam 22. With this arrangement, the force transmitted by the stabilizer bar 4 is transmitted to the first sub-crossbeam 21 and the second sub-crossbeam 22 through the first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211, thereby controlling the vehicle body roll angle. Simultaneously, the first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211 are equivalent to adding two connecting structures between the first sub-crossbeam 21 and the second sub-crossbeam 22, which helps to further improve the deformation resistance of the subframe 2, thereby indirectly improving the overall strength and rigidity of the frame system 100.

[0080] It should be noted that the setting of the first stabilizer bar mounting bracket 210 and the second stabilizer bar mounting bracket 211 further enhances the function of the subframe 2 by directly integrating the stabilizer bar 4 mounting function into the subframe 2, which can further reduce the number of parts of the subframe 2 and help save assembly costs.

[0081] In some embodiments of this application, such as Figure 3 As shown, the subframe 2 also includes a first longitudinal reinforcement 212 and a second longitudinal reinforcement 213. The first longitudinal reinforcement 212 and the second longitudinal reinforcement 213 can be constructed as connecting rods or hollow tubes. Along the width direction X of the vehicle, the first longitudinal reinforcement 212 and the second longitudinal reinforcement 213 are spaced apart, and both the first longitudinal reinforcement 212 and the second longitudinal reinforcement 213 are located between the first shock absorber mounting bracket 28 and the second shock absorber mounting bracket 29. The first longitudinal reinforcement 212 and the second longitudinal reinforcement 213 are fixedly connected between the first sub-crossbeam 21 and the second sub-crossbeam 22. The first longitudinal reinforcement 212 is fixedly connected to the first stabilizer bar mounting bracket 210, and the second longitudinal reinforcement 213 is fixedly connected to the second stabilizer bar mounting bracket 211. With this configuration, the first longitudinal reinforcement 212 and the second longitudinal reinforcement 213 are equivalent to adding two more connecting structures between the first sub-beam 21 and the second sub-beam 22, which helps to further improve the deformation resistance of the subframe 2, thereby indirectly improving the overall strength and rigidity of the frame system 100.

[0082] Meanwhile, the first longitudinal reinforcement 212 is fixedly connected to the first stabilizer bar mounting bracket 210, and the second longitudinal reinforcement 213 is fixedly connected to the second stabilizer bar mounting bracket 211. In this way, the first longitudinal reinforcement 212 can support the first stabilizer bar mounting bracket 210, thereby improving the strength of the first stabilizer bar mounting bracket 210. Similarly, the second longitudinal reinforcement 213 can support the second stabilizer bar mounting bracket 211, thereby improving the strength of the second stabilizer bar mounting bracket 211. It can be understood that the force and torque between the first sub-beam 21 and the second sub-beam 22 can be mutually transmitted and dispersed through the first longitudinal reinforcement 212 and the second longitudinal reinforcement 213, which is conducive to the balance of forces between the first sub-beam 21 and the second sub-beam 22. Furthermore, the force transmitted by the stabilizer bar 4 to the first stabilizer bar mounting bracket 210 can also be evenly distributed to the first sub-beam 21 and the second sub-beam 22 through the first longitudinal reinforcement 212 and the second longitudinal reinforcement 213. This is conducive to ensuring the overall torsional stiffness of the subframe 2 and the even distribution of forces.

[0083] In some embodiments of this application, the first sub-beam 21, the second sub-beam 22, the first shock absorber mounting bracket 28, the second shock absorber mounting bracket 29, the first stabilizer bar mounting bracket 210, the second stabilizer bar mounting bracket 211, the first longitudinal reinforcement 212, and the second longitudinal reinforcement 213 can be manufactured through integrated design, thereby enabling modular manufacturing of the subframe 2 and improving the assembly efficiency of the frame system 100.

[0084] In some embodiments of this application, the main frame 1 further includes a third main crossbeam 17 and a fourth main crossbeam 18. Along the length direction Y of the vehicle, the third main crossbeam 17 and the fourth main crossbeam 18 are spaced apart. The third main crossbeam 17 is located on the side of the first main crossbeam 13 away from the second main crossbeam 14, and the fourth main crossbeam 18 is located on the side of the second main crossbeam 14 away from the first main crossbeam 13. Both the third main crossbeam 17 and the fourth main crossbeam 18 are fixedly connected between the first main longitudinal beam 11 and the second main longitudinal beam 12. That is, the addition of the third main crossbeam 17 and the fourth main crossbeam 18 between the first main longitudinal beam 11 and the second main longitudinal beam 12 is beneficial for further improving the strength and rigidity of the main frame 1, and thus for improving the strength and rigidity of the entire frame system 100.

[0085] In some embodiments of this application, the first main crossbeam 13, the second main crossbeam 14, the third main crossbeam 17 and the fourth main crossbeam 18 can all be configured as hollow tubular structures. This configuration can achieve lightweight design of the whole vehicle while ensuring support strength.

[0086] In some embodiments of this application, the extension direction of the first main longitudinal beam 11 is parallel to the vehicle's length direction Y. That is, the first main longitudinal beam 11 and the second main longitudinal beam 12 can be constructed as straight longitudinal beams extending horizontally along the vehicle's length direction Y. This improves the load-bearing capacity of the first main longitudinal beam 11 and the second main longitudinal beam 12 in the vehicle's length direction Y. When the vehicle experiences a frontal collision, the main frame 1 can provide good support in the vehicle's length direction Y, preventing the main frame 1 from intruding into the passenger compartment and injuring passengers. Alternatively, the first main longitudinal beam 11 and the second main longitudinal beam 12 can be configured as hollow tubular structures. This configuration ensures the supporting strength of the first main longitudinal beam 11 and the second main longitudinal beam 12 while achieving a lightweight design for the entire vehicle.

[0087] The vehicle according to a second aspect embodiment of this application includes the chassis system 100 of the first aspect embodiment.

[0088] According to the vehicle proposed in the second aspect of this application, by providing the above-mentioned frame system 100, when the main frame 1 and the subframe 2 are connected to each other, the first main crossbeam 13, the first secondary crossbeam 21, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a closed first ring structure, and the second main crossbeam 14, the second secondary crossbeam 22, the first main longitudinal beam 11 and the second main longitudinal beam 12 can form a closed second ring structure. The closed ring structure is relatively stable and has good resistance to deformation. Therefore, the double-arched ring structure is beneficial to improving the overall strength and rigidity of the frame system 100, and also beneficial to improving the torsional rigidity of the frame system 100, so that it can meet the usage requirements of new energy vehicles.

[0089] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0090] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0091] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of this application should be included within the scope of the claims of this application.

[0092] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A chassis system, characterized in that, The chassis system is used in a vehicle, and the chassis system includes: The main frame includes a first main longitudinal beam, a second main longitudinal beam, a first main cross beam, and a second main cross beam. Along the width direction of the vehicle, the first main longitudinal beam and the second main longitudinal beam are spaced apart. Along the length direction of the vehicle, the first main cross beam and the second main cross beam are spaced apart. The first main cross beam and the second main cross beam are both fixedly connected between the first main longitudinal beam and the second main longitudinal beam. The subframe includes a first sub-crossbeam and a second sub-crossbeam. The first and second sub-crossbeams are spaced apart along the length of the vehicle, and both the first and second sub-crossbeams are fixedly connected between the first and second main longitudinal beams. Wherein, along the height direction of the vehicle, the first secondary crossbeam is located below the first main crossbeam, and the projection of the first main crossbeam in the height direction of the vehicle at least partially overlaps with the first secondary crossbeam; along the height direction of the vehicle, the second secondary crossbeam is located below the second main crossbeam, and the projection of the second main crossbeam in the height direction of the vehicle at least partially overlaps with the second secondary crossbeam. The main frame also includes a first longitudinal connector and a second longitudinal connector. Along the width direction of the vehicle, the first longitudinal connector and the second longitudinal connector are spaced apart. The first longitudinal connector and the second longitudinal connector are both fixedly connected between the first main crossbeam and the second main crossbeam. The subframe also includes a first shock absorber mounting bracket and a second shock absorber mounting bracket. Along the width direction of the vehicle, the first shock absorber mounting bracket and the second shock absorber mounting bracket are spaced apart. The first shock absorber mounting bracket and the second shock absorber mounting bracket are both fixedly connected between the first sub-crossbeam and the second sub-crossbeam. The first shock absorber mounting bracket is fixedly connected to the first longitudinal connecting member, and the second shock absorber mounting bracket is fixedly connected to the second longitudinal connecting member.

2. The chassis system according to claim 1, characterized in that, The projection of the first main crossbeam in the height direction of the vehicle overlaps with the first secondary crossbeam, and the projection of the second main crossbeam in the height direction of the vehicle overlaps with the second secondary crossbeam. Furthermore, along the length direction of the vehicle, the distance between the central axis of the first main crossbeam and the central axis of the second main crossbeam is equal to the distance between the central axis of the first secondary crossbeam and the central axis of the second secondary crossbeam.

3. The chassis system according to claim 1, characterized in that, Along the width direction of the vehicle, both the first and second sub-crossbeams include a first connecting section, a first transition section, a middle section, a second transition section, and a second connecting section connected in sequence. The first connecting section, the middle section, and the second connecting section are generally horizontally arranged. From the first connecting section to the middle section, the distance between the first transition section and the main frame increases along the height direction of the vehicle. Similarly, from the second connecting section to the middle section, the distance between the second transition section and the main frame increases along the height direction of the vehicle.

4. The chassis system according to claim 3, characterized in that, The intermediate section has a first mounting hole for mounting a first crossarm and a second mounting hole for mounting a second crossarm, wherein the first mounting hole and the second mounting hole are symmetrical along the width direction of the vehicle. The first connecting section has a third mounting hole for mounting a third crossarm, and the second connecting section has a fourth mounting hole for mounting a fourth crossarm. The third mounting hole and the fourth mounting hole are symmetrical along the width direction of the vehicle.

5. The chassis system according to claim 1, characterized in that, The subframe also includes a first stabilizer bar mounting bracket and a second stabilizer bar mounting bracket. Along the width direction of the vehicle, the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are spaced apart, and both the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are located between the first shock absorber mounting bracket and the second shock absorber mounting bracket. Both the first stabilizer bar mounting bracket and the second stabilizer bar mounting bracket are fixedly connected between the first sub-crossbeam and the second sub-crossbeam.

6. The chassis system according to claim 5, characterized in that, The subframe also includes a first longitudinal reinforcement and a second longitudinal reinforcement. Along the width direction of the vehicle, the first longitudinal reinforcement and the second longitudinal reinforcement are spaced apart, and both the first longitudinal reinforcement and the second longitudinal reinforcement are located between the first shock absorber mounting bracket and the second shock absorber mounting bracket. Both the first longitudinal reinforcement and the second longitudinal reinforcement are fixedly connected between the first sub-crossbeam and the second sub-crossbeam. The first longitudinal reinforcement is fixedly connected to the first stabilizer bar mounting bracket, and the second longitudinal reinforcement is fixedly connected to the second stabilizer bar mounting bracket.

7. The chassis system according to claim 1, characterized in that, The main frame also includes a third main crossbeam and a fourth main crossbeam. Along the length of the vehicle, the third main crossbeam and the fourth main crossbeam are spaced apart. The third main crossbeam is located on the side of the first main crossbeam away from the second main crossbeam, and the fourth main crossbeam is located on the side of the second main crossbeam away from the first main crossbeam. The third main crossbeam and the fourth main crossbeam are both fixedly connected between the first main longitudinal beam and the second main longitudinal beam.

8. The chassis system according to claim 1, characterized in that, The extension direction of the first main longitudinal beam is parallel to the length direction of the vehicle.

9. A vehicle, characterized in that, Includes the chassis system according to any one of claims 1-8.

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