Chassis of a vehicle and vehicle

Abstract

The application provides a chassis of a vehicle and the vehicle, the chassis of the vehicle comprising a subframe and a suspension, the suspension comprising a first control arm connecting the subframe and a steering knuckle, a spring rod connected with a first connecting point of the first control arm, and a shock absorber connected with a second connecting point of the first control arm; the shock absorber is arranged at the front side of the second control arm and the tie rod; the second connecting point is located at the front side of the first control arm along the front-rear direction of the vehicle and is located in front of the first connecting point. Since the shock absorber is arranged at the front side of the second control arm and the tie rod and is connected with the front side of the first control arm along the front-rear direction of the vehicle, not only can the possibility of interference between the shock absorber and the components in the suspension be reduced, but also the height of the connecting position of the shock absorber and the first control arm is lowered, so that the height of the chassis of the vehicle is relatively low, the stiffness requirement of the overall structure of the vehicle can be met more easily, the detachable connection of the chassis and the vehicle body of the vehicle can be adapted, and the chassis and the vehicle body of the vehicle can be designed separately.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle chassis and vehicle. Background Technology

[0002] Batteries have advantages such as high energy density and high power density, and are widely used in various industries. With the rapid development of the battery industry, the technology for using batteries as a power source for vehicles is becoming increasingly mature.

[0003] As electric vehicles gain increasing attention, their updates and iterations are becoming more frequent. To accelerate these updates, the decoupling of the chassis and body, allowing for separate design of each, has become a focus for those skilled in the art. Summary of the Invention

[0004] In view of the above problems, this application provides a chassis and a vehicle, the chassis having a low height, which is conducive to the separate design of the chassis and the body.

[0005] In a first aspect, some embodiments of this application provide a vehicle chassis, which includes a subframe and a suspension. The suspension includes a first control arm, a spring bar, a steering knuckle, a second control arm, a toe bar, and a shock absorber. The first control arm connects the subframe and the steering knuckle. One end of the spring bar is connected to a first connection point of the first control arm, and one end of the shock absorber is connected to a second connection point of the first control arm. Along the longitudinal direction of the vehicle, the shock absorber is disposed in front of the second control arm and the toe bar. The second connection point is located in front of the first control arm along the longitudinal direction of the vehicle, and the second connection point is forward of the first connection point.

[0006] In the above structure, since the shock absorber is located on the front side of the second control arm and the toe bar, and the second connection point is located on the front side of the first control arm along the vehicle's longitudinal direction, it can not only reduce the possibility of interference between the shock absorber and the components in the suspension, but also reduce the height of the connection between the shock absorber and the first control arm. Furthermore, the elastic rod with a smaller vertical dimension is connected to the first connection point, which reduces the vertical height of the elastic rod and the shock absorber, resulting in a lower chassis height for the vehicle. This not only makes it easier to meet the rigidity requirements of the overall vehicle structure, but also allows for the detachable connection between the chassis and the body of the vehicle, which is beneficial for the separate design of the chassis and body of the vehicle.

[0007] According to some embodiments of the present application, the chassis of the vehicle is provided such that, in the vertical direction, the projection of the shock absorber is located on the front side of the projection of the first control arm in the vehicle's longitudinal direction, which enables more of the shock absorber to be located on the front side of the first control arm, which is beneficial to further reduce the possibility of interference between the shock absorber and the second control arm.

[0008] According to some embodiments of this application, the chassis of a vehicle is provided in which the connection between the shock absorber and the first control arm is lower than the steering knuckle.

[0009] According to some embodiments of this application, the chassis of a vehicle has a shock absorber that extends vertically, so that the vertical force caused by the up-and-down movement of the wheels can be better absorbed by the shock absorber when it acts on the shock absorber, thus ensuring good stress distribution on the shock absorber.

[0010] According to some embodiments of this application, the chassis of a vehicle has a first control arm connected to the lower side of the steering knuckle, which helps to reduce the height of the first control arm, thereby further reducing the height of the shock absorber connected to the first control arm.

[0011] According to some embodiments of this application, the chassis of a vehicle has a shock absorber located in front of the steering knuckle along the longitudinal direction of the vehicle. This forward positioning of the shock absorber makes it less likely to interfere with components in the rear suspension, which is beneficial for the suspension to perform its buffering and damping effects.

[0012] According to some embodiments of the present application, the chassis of the vehicle has a first control arm with a support protruding from it, a second connection point is disposed on the support, and the connection between the shock absorber and the first control arm is located on the support, so that the support can extend the second connection point forward, making the second connection point more forward and less likely to interfere with the components in the rear suspension, which is conducive to the suspension playing a buffering and damping role.

[0013] According to some embodiments of this application, the chassis of the vehicle further includes a first fixed bracket and a second fixed bracket. The elastic rod is connected to the first control arm through the first fixed bracket and to the subframe through the second fixed bracket, so that the elastic rod can be firmly connected to the first control arm and the subframe.

[0014] According to some embodiments of this application, the chassis of the vehicle includes both a first fixed bracket and a second fixed bracket, which helps to reduce noise and wear generated during the movement of the elastic rod.

[0015] According to some embodiments of this application, the chassis of a vehicle has a subframe with a through hole through which an elastic rod passes. A first fixed bracket and a second fixed bracket are respectively disposed on both sides of the through hole, so that the part of the elastic rod passing through the through hole can undergo elastic deformation in the through hole, thereby enabling the elastic rod to better buffer the force transmitted from the first control arm to the subframe.

[0016] According to some embodiments of this application, the vehicle chassis includes a subframe comprising two opposing longitudinal beams, two opposing transverse beams, and a reinforcing beam. The longitudinal beams are connected between the two transverse beams, and the reinforcing beam is connected between the two longitudinal beams. A second fixed bracket is disposed on the reinforcing beam. By disposing the second fixed bracket on the reinforcing beam, the elastic rod is connected to the reinforcing beam through the second fixed bracket, thereby achieving the connection between the elastic rod and the subframe.

[0017] According to some embodiments of the present application, in the vehicle chassis, the end of the reinforcing beam is connected to the longitudinal beam via a connecting structure, a through hole is formed in the connecting structure, and an elastic rod extends along the extension direction of the reinforcing beam and is spaced apart from the reinforcing beam in the vertical direction. By extending the elastic rod along the extension direction of the reinforcing beam, the projection of the elastic rod in the vertical direction falls within the projection range of the reinforcing beam in the vertical direction, reducing the possibility of the elastic rod occupying additional vertical space.

[0018] According to some embodiments of this application, the chassis of a vehicle is provided in which a reinforcing beam is connected to the lower side of the longitudinal beam, so that the reinforcing beam does not easily occupy the space on the upper side of the longitudinal beam, which is beneficial to reducing the height of the vehicle body located on the upper side of the subframe, thereby reducing the height of the vehicle chassis and making it easier to meet the rigidity requirements of the overall vehicle structure.

[0019] According to some embodiments of this application, a vehicle chassis has a second control arm, one end of which is connected to the subframe and the other end to the steering knuckle. The shock absorber and the second control arm are spaced apart along the vehicle's longitudinal direction. By providing the second control arm, with one end connected to the subframe and the other end to the steering knuckle, the steering knuckle can be stabilized under the action of the second control arm, thus improving vehicle stability.

[0020] According to some embodiments of the present application, the chassis of a vehicle includes a second control arm comprising a front upper control arm and a rear upper control arm. The front upper control arm, the first control arm, and the rear upper control arm are arranged sequentially at intervals along the longitudinal direction of the vehicle. At least a portion of the elastic rod is disposed between the front upper control arm and the rear upper control arm. The elastic rod can utilize the space between the front upper control arm and the rear upper control arm, which is beneficial to improving the compactness of the structure in the chassis of the vehicle and improving the space utilization rate.

[0021] According to some embodiments of this application, the chassis of a vehicle has a second control arm connected to the upper side of the steering knuckle. The second control arm has a downward bending portion for avoiding the vehicle body, so that the second control arm can avoid the vehicle body arranged above it, providing space for the vehicle body and helping to reduce the height of the vehicle body located above it, thereby reducing the height of the vehicle chassis and making it easier to meet the rigidity requirements of the overall vehicle structure.

[0022] According to some embodiments of this application, the chassis of the vehicle is provided with a steering knuckle having a plurality of connecting seats. The ends of the first control arm and the second control arm that are away from the subframe are both connected to the steering knuckle through the connecting seats, so that the first control arm and the second control arm can be more firmly connected to the steering knuckle.

[0023] According to some embodiments of this application, the chassis of a vehicle has its two ends connected to the subframe and the steering knuckle, respectively. By connecting the two ends of the toe bar to the subframe and the steering knuckle, the force exerted by the toe bar on the steering knuckle can be controlled to keep the change in the toe angle within a reasonable range, which is beneficial to improving vehicle stability.

[0024] According to some embodiments of this application, the chassis of a vehicle has a shock absorber disposed on the first side of the steering knuckle and a toe bar disposed on the second side of the steering knuckle. The first and second sides are disposed opposite to each other in the longitudinal direction of the vehicle, so that the shock absorber and the toe bar are disposed on both sides of the steering knuckle, thereby reducing the possibility of interference between the shock absorber and the toe bar.

[0025] According to some embodiments of this application, the chassis of a vehicle has a shock absorber lever ratio set to A, where 0.5 ≤ A ≤ 0.8. This is beneficial for reducing the height of the vehicle body in the chassis, resulting in better structural stiffness of the suspension. This not only makes it easier to meet the stiffness requirements of the overall vehicle structure, but also allows for the detachable connection between the chassis and the vehicle body, which is beneficial for the separate design of the chassis and the vehicle body.

[0026] Secondly, some embodiments of this application provide a vehicle that includes a chassis and body as provided by any of the above technical solutions, with the body connected to a subframe and shock absorbers of the chassis.

[0027] According to some embodiments of this application, the chassis of the vehicle also includes an energy compartment, which includes a frame and battery cells housed within the frame, with a subframe connected to the frame.

[0028] According to some embodiments of this application, the vehicle body and the shock absorber are detachably connected.

[0029] According to some embodiments of this application, the vehicle body and subframe are detachably connected.

[0030] According to some embodiments of the present application, the vehicle's elastic rod includes a leaf spring, enabling the elastic rod to provide good elastic restoring force in the vertical direction.

[0031] Secondly, some embodiments of this application provide a vehicle that includes the chassis and body of the vehicle provided by any of the above-described technical solutions, with the body connected to the subframe of the chassis. Since this vehicle includes the chassis of the vehicle provided by the above-described technical solutions, it is advantageous for the chassis and body to be designed separately.

[0032] According to some embodiments of this application, the chassis of the vehicle also includes an energy compartment, which includes a frame and battery cells housed within the frame, with a subframe connected to the frame.

[0033] According to some embodiments of this application, the vehicle body and subframe are detachably connected, allowing the subframe to be easily removed from the vehicle body, which is beneficial for the separate design of the vehicle's chassis and body.

[0034] The technical solutions provided by the embodiments of this disclosure bring at least the following beneficial effects:

[0035] This application provides a vehicle chassis, which includes a subframe and a suspension. The suspension includes a first control arm, a spring bar, a steering knuckle, a second control arm, a toe bar, and a shock absorber. The first control arm connects the subframe and the steering knuckle. One end of the spring bar is connected to a first connection point of the first control arm, and one end of the shock absorber is connected to a second connection point of the first control arm. Along the longitudinal direction of the vehicle, the shock absorber is disposed in front of the second control arm and the toe bar. The second connection point is located in front of the first control arm along the longitudinal direction of the vehicle, and the second connection point is forward of the first connection point. In the above structure, since the shock absorber is located on the front side of the second control arm and the toe bar, and the second connection point is located on the front side of the first control arm along the vehicle's longitudinal direction, it can not only reduce the possibility of interference between the shock absorber and the components in the suspension, but also reduce the height of the connection between the shock absorber and the first control arm. Furthermore, the elastic rod with a smaller vertical dimension is connected to the first connection point, which reduces the vertical height of the elastic rod and the shock absorber, resulting in a lower chassis height for the vehicle. This not only makes it easier to meet the rigidity requirements of the overall vehicle structure, but also allows for the detachable connection between the chassis and the body of the vehicle, which is beneficial for the separate design of the chassis and body of the vehicle.

[0036] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0037] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings.

[0038] Figure 1 This is a schematic diagram of the structure after the subframe and suspension are connected, provided in some embodiments of this application;

[0039] Figure 2 This is a schematic diagram of the structure after the subframe and suspension are connected, provided in some embodiments of this application;

[0040] Figure 3 This is a schematic diagram of the structure of the subframe connected to the first control arm and the elastic rod in some embodiments of this application.

[0041] In the attached diagram: 1. Subframe; 11. Through hole; 12. Longitudinal beam; 13. Crossbeam; 14. Reinforcing beam; 15. Connecting structure;

[0042] 2. Suspension; 21. First control arm; 22. Elastic rod; 221. First fixed bracket; 222. Second fixed bracket; 23. Steering knuckle; 231. Connecting seat; 24. Shock absorber; 25. Second control arm; 250. Bend; 251. Front upper control arm; 252. Rear upper control arm; 26. Toe bar; X, front-rear direction; Y, left-right direction; Z, vertical direction. Detailed Implementation

[0043] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0044] It should be noted that, unless otherwise stated, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by those skilled in the art to which the embodiments of this application pertain.

[0045] In the description of the embodiments of this application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0046] Furthermore, technical terms such as "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. In the description of the embodiments of this application, "a plurality of" means two or more, unless otherwise explicitly defined.

[0047] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0048] In the description of the embodiments of this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0049] With increasing emphasis on environmental protection, electric vehicles, which use batteries as their power source, are becoming more and more widely used. As electric vehicle technology continues to develop, the pace of vehicle updates and iterations is becoming increasingly frequent.

[0050] In related technologies, the vehicle chassis and body are usually connected as a single unit, and then the battery, electric drive, and other structures are assembled together. However, because it is difficult to decouple the chassis and body after they are connected, it is difficult to design the chassis and body separately, which limits the research and development process and results in a longer development cycle.

[0051] To facilitate the separate design of the vehicle chassis and body, some embodiments of this application provide a vehicle chassis including a subframe and a suspension. The suspension includes a first control arm, a spring bar, a steering knuckle, a second control arm, a toe bar, and a shock absorber. The first control arm connects the subframe and the steering knuckle. One end of the spring bar is connected to a first connection point of the first control arm, and one end of the shock absorber is connected to a second connection point of the first control arm. Along the vehicle's longitudinal direction, the shock absorber is located in front of the second control arm and the toe bar. The second connection point is located in front of the first control arm along the vehicle's longitudinal direction, and is forward of the first connection point. In the above structure, since the shock absorber is located on the front side of the second control arm and the toe bar, and the second connection point is located on the front side of the first control arm along the vehicle's longitudinal direction, it can not only reduce the possibility of interference between the shock absorber and the components in the suspension, but also reduce the height of the connection between the shock absorber and the first control arm. Furthermore, the elastic rod with a smaller vertical dimension is connected to the first connection point, which reduces the vertical height of the elastic rod and the shock absorber, resulting in a lower chassis height for the vehicle. This not only makes it easier to meet the rigidity requirements of the overall vehicle structure, but also allows for the detachable connection between the chassis and the body of the vehicle, which is beneficial for the separate design of the chassis and body of the vehicle.

[0052] The technical solutions described in the embodiments of this application are applicable to vehicles. Vehicles can be gasoline-powered vehicles, natural gas-powered vehicles, or new energy vehicles; new energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc.

[0053] The chassis and technical solution of the vehicle provided in the specific embodiments of this application will be further described below.

[0054] Some embodiments of this application provide a vehicle chassis, such as Figure 1 and Figure 2 As shown, the chassis of the vehicle includes a first control arm 21, an elastic rod 22, a steering knuckle 23, a second control arm 25, a toggle bar 26, and a shock absorber 24. The first control arm 21 connects the subframe 1 and the steering knuckle 23. One end of the elastic rod 22 is connected to the first connection point of the first control arm 21, and one end of the shock absorber 24 is connected to the second connection point of the first control arm 21. Along the vehicle's longitudinal direction X, the shock absorber 24 is located in front of the second control arm 25 and the toggle bar 26. The second connection point is located in front of the first control arm 21 along the vehicle's longitudinal direction X, and the second connection point is forward of the first connection point.

[0055] The subframe 1 can be a part of the chassis structure. It can be a front subframe 1 located at the front of the vehicle chassis or a rear subframe 1 located at the rear of the vehicle chassis. The subframe 1 is used to connect to the vehicle body. The suspension 2 can be a mechanism that transmits force and torque between the chassis and the wheels. It is used to connect the chassis and the wheels so that the chassis is supported on the wheels via the suspension 2. It can also absorb or reduce the impact force transmitted from uneven road surfaces to the chassis or vehicle body and reduce the vibration caused therefrom, which is conducive to the smooth driving of the vehicle.

[0056] The first control arm 21 can be a component used to provide control force to the steering knuckle 23, thereby keeping the steering knuckle 23 stable. By setting the first control arm 21 to connect the subframe 1 and the steering knuckle 23, the steering knuckle 23 can be stabilized under the action of the first control arm 21, which helps to improve the stability of vehicle driving.

[0057] As a device capable of elastic deformation, the elastic rod 22 has one end connected to the first control arm 21, and can apply force to the first control arm 21 using its own elastic restoring force. The first connection point can be the position on the first control arm 21 where it connects to the elastic rod 22. The connection between the elastic rod 22 and the subframe 1 and the first control arm 21 allows the force on the wheel to be buffered by the elastic rod 22 after being transmitted to the first control arm 21, thus reducing the impact on the subframe 1. Furthermore, because the elastic rod 22 is arranged horizontally, it occupies less space in the vertical Z direction, which also helps to reduce the vehicle chassis's occupation of the vertical Z space. In addition, when the vehicle is turning, the suspension 2 on the left and right sides of the vehicle will bounce differently, and the outer suspension 2 will compress the elastic rod 22, causing it to twist. The elastic force of the elastic rod 22 will prevent the steering knuckle 23 from lifting, allowing the vehicle body to maintain a relatively balanced state when turning.

[0058] For example, the middle part of the elastic rod 22 may be connected to the subframe 1, and the two ends of the elastic rod 22 may be connected to the steering knuckles 23 disposed on both sides of the subframe 1.

[0059] Steering knuckle 23 is used to connect to the wheel, and the vehicle axle is connected to steering knuckle 23.

[0060] The second connection point can be the location on the first control arm 21 where it connects to the shock absorber 24. One end of the shock absorber 24 is connected to the second connection point of the first control arm 21, and the other end is used to connect to the vehicle body, so that the shock absorber 24 is connected between the steering knuckle 23 and the vehicle body through the first control arm 21, which can attenuate the force transmitted from the steering knuckle 23 to the vehicle body. By connecting one end of the shock absorber 24 to the first control arm 21 connected to the steering knuckle 23, and using the other end of the shock absorber 24 to connect to the vehicle body, the force and impact transmitted from the wheel to the steering knuckle 23 are attenuated by the shock absorber 24 before being transmitted to the vehicle body.

[0061] The shock absorber 24 is positioned in front of the second control arm 25 and the tow bar 26, with the second connection point on the first control arm 21 located in front of the vehicle's longitudinal direction X. This means that the shock absorber 24 is connected to the first control arm 21 of the suspension 2 from the front of the vehicle's longitudinal direction X, allowing the shock absorber 24 to be positioned in front of the first control arm 21 in the vehicle's longitudinal direction X, rather than above it. By positioning the second connection point forward of the first connection point, the shock absorber 24 is positioned further forward, which not only reduces the possibility of interference between the shock absorber 24 and components in the suspension 2, making it less likely for the first control arm 21 to interfere with the shock absorber 24 when the steering knuckle 23 moves the first control arm 21 vertically, but also reduces the height of the connection point between the shock absorber 24 and the first control arm 21, resulting in a lower vertical height for the shock absorber 24.

[0062] For example, the shock absorber 24 and the steering knuckle 23 are spaced apart along the longitudinal direction X of the vehicle and the shock absorber 24 is located in front of the steering knuckle 23, so that the shock absorber 24 can be connected to the first control arm 21 from the front side of the steering knuckle 23. This not only reduces the possibility of interference between the shock absorber 24 and the steering knuckle 23, but also allows the connection between the shock absorber 24 and the first control arm 21 to avoid the steering knuckle 23 and be lower than the steering knuckle 23.

[0063] For example, the connection point between the shock absorber 24 and the first control arm 21 is located on the lower side of the first control arm 21. This connection point can mean that the shock absorber 24 is connected to the lower side of the first control arm 21, resulting in a lower vertical position for the shock absorber 24, which helps to reduce the height of the vehicle body connected to the shock absorber 24.

[0064] In the above structure, since the shock absorber 24 is connected to the front side of the first control arm 21 in the vehicle's longitudinal direction X rather than the top side, it not only reduces the possibility of interference between the shock absorber 24 and the components in the suspension 2, but also reduces the height of the connection between the shock absorber 24 and the first control arm 21. Furthermore, the subframe 1 and the steering knuckle 23 are connected by a smaller elastic rod 22 in the vertical direction Z, which reduces the height of the elastic rod 22 and the shock absorber 24 in the vertical direction Z. This results in a lower chassis height for the vehicle, which not only makes it easier to meet the rigidity requirements of the overall vehicle structure, but also allows for the detachable connection between the chassis and the body of the vehicle. This facilitates the separate design of the chassis and body of the vehicle.

[0065] In some embodiments, along the vertical direction Z, the projection of the shock absorber 24 is located on the front side of the projection of the first control arm 21 in the vehicle longitudinal direction X.

[0066] Along the vertical direction Z, the projection of the shock absorber 24 is located in front of the projection of the first control arm 21 in the vehicle's longitudinal direction X. This can be achieved by having the projection of the shock absorber 24 connected to the projection of the first control arm 21, and the projection of the shock absorber 24 connected to the projection of the first control arm 21 in the vehicle's longitudinal direction X. This allows more of the shock absorber 24 to be located in front of the first control arm 21, which helps to further reduce the possibility of interference between the shock absorber 24 and the first control arm 21.

[0067] In some embodiments, the connection between the shock absorber 24 and the first control arm 21 is lower than the steering knuckle 23.

[0068] The connection between the shock absorber 24 and the first control arm 21 is lower than the steering knuckle 23. This means that in the vertical direction Z, the connection between the shock absorber 24 and the first control arm 21 is located below the steering knuckle 23. This can reduce the height of the shock absorber 24, thereby reducing the height of the vehicle body. This makes the chassis height of the vehicle lower, which not only makes it easier to meet the rigidity requirements of the overall vehicle structure, but also allows for the detachable connection between the chassis and the body of the vehicle.

[0069] In some embodiments, the damper 24 extends along the vertical direction Z.

[0070] The shock absorber 24 is extended along the vertical direction Z, which means that the central axis of the shock absorber 24 is set along the vertical direction Z, so that the vertical force Z caused by the up-and-down movement of the wheel can be better absorbed by the shock absorber 24 when it acts on the shock absorber 24, so that the shock absorber 24 is well stressed.

[0071] In some embodiments, the first control arm 21 is connected to the lower side of the steering knuckle 23.

[0072] The first control arm 21 being connected to the lower side of the steering knuckle 23 can mean that the connection point between the first control arm 21 and the steering knuckle 23 is located on the lower side of the steering knuckle 23, which helps to reduce the height of the first control arm 21, thereby further reducing the height of the shock absorber 24 connected to the first control arm 21.

[0073] In some embodiments, the shock absorber 24 is located in front of the steering knuckle 23 along the vehicle's longitudinal direction X.

[0074] By positioning the shock absorber 24 in front of the steering knuckle 23 along the vehicle's longitudinal direction X, the shock absorber 24 is positioned further forward, making it less likely to interfere with components in the rear suspension 2, which helps the suspension 2 to perform its buffering and damping effects.

[0075] In some embodiments, a support is provided on the first control arm 21, and a second connection point is disposed on the support.

[0076] The support can be a seat structure that protrudes forward along the longitudinal direction X of the vehicle on the first control arm 21. By setting the second connection point on the support, the connection between the shock absorber 24 and the first control arm 21 is located on the support, which allows the support to extend the second connection point forward, making the second connection point more forward and less likely to interfere with the components in the rear suspension 2. This is beneficial for the suspension 2 to perform its buffering and damping effects.

[0077] In some embodiments, reference Figure 3 The vehicle chassis also includes a first fixed bracket 221 and a second fixed bracket 222. The elastic rod 22 is connected to the first control arm 21 through the first fixed bracket 221, and the elastic rod 22 is connected to the subframe 1 through the second fixed bracket 222.

[0078] The first fixed bracket 221 can be a bracket structure for connecting the elastic rod 22 to the first control arm 21, and the second fixed bracket 222 can be a bracket structure for connecting the elastic rod 22 to the subframe 1. By connecting the elastic rod 22 to the first control arm 21 using the first fixed bracket 221 and connecting the elastic rod 22 to the first control arm 21 using the second fixed bracket 222, the elastic rod 22 can be firmly connected to the first control arm 21 and the subframe 1.

[0079] For example, the first fixed bracket 221 and the second fixed bracket 222 can be rubber structures containing a metal skeleton, which can both firmly connect the elastic rod 22 to the first control arm 21 and the subframe 1 and provide the necessary degrees of freedom of movement for the elastic rod 22.

[0080] In some embodiments, both the first fixed bracket 221 and the second fixed bracket 222 include a buffer structure.

[0081] The buffer structure can be a structure that can provide elastic cushioning. By including the buffer structure in the first fixed bracket 221, the first fixed bracket 221 can provide elastic cushioning between the elastic rod 22 and the first control arm 21, which helps to reduce the noise and wear generated when the elastic rod 22 and the first control arm 21 move relative to each other. By including the buffer structure in the second fixed bracket 222, the second fixed bracket 222 can provide elastic cushioning between the elastic rod 22 and the subframe 1, which helps to reduce the noise and wear generated when the elastic rod 22 and the subframe 1 move relative to each other.

[0082] For example, the first fixed bracket 221 includes a connecting bolt and a bushing. The connecting bolt connects the elastic rod 22 and the first control arm 21. The bushing is sleeved on the outer periphery of the connecting bolt and sandwiched between the first control arm 21 and the elastic rod 22. For example, the bushing can be a rubber bushing or a polytetrafluoroethylene bushing.

[0083] For example, the second fixed bracket 222 may include a retaining ring and a bushing. The retaining ring is connected to the subframe 1, the elastic rod 22 passes through the retaining ring, and the bushing is fitted around the outer periphery of the elastic rod 22, sandwiched between the retaining ring and the elastic rod 22. For example, the bushing may be a rubber bushing or a polytetrafluoroethylene bushing.

[0084] In some embodiments, the subframe 1 is provided with a through hole 11, the elastic rod 22 passes through the through hole 11, and the first fixed bracket 221 and the second fixed bracket 222 are respectively disposed on both sides of the through hole 11.

[0085] The through hole 11 can be a hole-like structure formed on the subframe 1, which provides a channel for the elastic rod 22 to pass through the subframe 1. Exemplarily, the elastic rod 22 passes through the subframe 1 in the horizontal direction along the left-right direction Y of the vehicle, and the two ends of the elastic rod 22 are respectively connected to the first control arms 21 located on the left and right sides of the subframe 1.

[0086] By setting the first fixed bracket 221 and the second fixed bracket 222 on both sides of the through hole 11, the part of the elastic rod 22 passing through the through hole 11 can undergo elastic deformation in the through hole 11, so that the elastic rod 22 can better buffer the force transmitted from the first control arm 21 to the subframe 1.

[0087] In some embodiments, the subframe 1 includes two opposing longitudinal beams 12, two opposing transverse beams 13, and a reinforcing beam 14. The longitudinal beams 12 are connected between the two transverse beams 13, the reinforcing beam 14 is connected between the two longitudinal beams 12, and the second fixed bracket 222 is disposed on the reinforcing beam 14.

[0088] The longitudinal beam 12 and the cross beam 13 are beam-shaped components extending in different directions on the subframe 1. The longitudinal beam 12 extends along the front-rear direction X of the vehicle, and the cross beam 13 extends along the left-right direction Y of the vehicle.

[0089] By arranging two longitudinal beams 12 at intervals relative to each other and two transverse beams 13 at intervals relative to each other, and connecting the longitudinal beams 12 between the two transverse beams 13, the two longitudinal beams 12 and the two transverse beams 13 can be connected to form the overall structure of the subframe 1.

[0090] The reinforcing beam 14 can be a beam-like structure extending horizontally along the left-right direction Y of the vehicle. By connecting the reinforcing beam 14 between the two longitudinal beams 12, the structural strength of the subframe 1 can be improved. By providing the second fixed bracket 222 on the reinforcing beam 14, the elastic rod 22 is connected to the reinforcing beam 14 through the second fixed bracket 222, thereby achieving the connection between the elastic rod 22 and the subframe 1.

[0091] For example, the through hole 11 can penetrate the entire reinforcing beam 14 along the left-right direction Y of the vehicle, so that the elastic rod 22 passes through the reinforcing beam 14; or the through hole 11 can sequentially penetrate two longitudinal beams 12 along the left-right direction Y of the vehicle, with the elastic rod 22 disposed outside the reinforcing beam 14.

[0092] In some embodiments, the end of the reinforcing beam 14 is connected to the longitudinal beam 12 via a connecting structure 15, a through hole 11 is formed in the connecting structure 15, and an elastic rod 22 extends along the extension direction of the reinforcing beam 14 and is spaced apart from the reinforcing beam 14 along the vertical direction Z.

[0093] The connecting structure 15 can refer to a structure used to connect the reinforcing beam 14 and the longitudinal beam 12. It is used to improve the structural strength at the connection between the reinforcing beam 14 and the longitudinal beam 12 and can improve the connection firmness between the reinforcing beam 14 and the longitudinal beam 12.

[0094] Since the connecting structure 15 has high structural strength, opening the through hole 11 at the connecting structure 15 can reduce the impact of opening the through hole 11 on the structural strength of other parts of the subframe 1.

[0095] By extending the elastic rod 22 along the extension direction of the reinforcing beam 14, the projection of the elastic rod 22 in the vertical direction Z falls within the projection range of the reinforcing beam 14 in the vertical direction Z, thus reducing the possibility that the elastic rod 22 will occupy additional space in the vertical direction Z.

[0096] By spaced apart from the reinforcing beam 14, space can be provided for the elastic rod 22 to bend in the vertical direction Z, so that the elastic rod 22 can buffer the force transmitted to the subframe 1 through elastic deformation.

[0097] In some embodiments, the reinforcing beam 14 is connected to the underside of the longitudinal beam 12.

[0098] The reinforcing beam 14 is connected to the lower side of the longitudinal beam 12. This means that the connection structure 15 between the reinforcing beam 14 and the longitudinal beam 12 is located on the lower side of the longitudinal beam 12. This makes it easier for the reinforcing beam 14 to occupy the space on the upper side of the longitudinal beam 12, which helps to reduce the height of the vehicle body located on the upper side of the subframe 1, thereby reducing the height of the vehicle chassis and making it easier to meet the rigidity requirements of the overall vehicle structure.

[0099] In some embodiments, one end of the second control arm 25 is connected to the subframe 1 and the other end is connected to the steering knuckle 23. The shock absorber 24 and the second control arm 25 are spaced apart along the longitudinal direction X of the vehicle.

[0100] By connecting one end of the second control arm 25 to the subframe 1 and the other end to the steering knuckle 23, the steering knuckle 23 can be stabilized under the action of the second control arm 25, which helps to improve the stability of the vehicle.

[0101] The shock absorber 24 and the second control arm 25 are spaced apart along the longitudinal direction X of the vehicle. This means that the shock absorber 24 and the second control arm 25 are spaced apart along the longitudinal direction X of the vehicle, and the shock absorber 24 is located in front of the second control arm 25. This not only reduces the possibility of interference between the shock absorber 24 and the second control arm 25, but also provides room for the second control arm 25 to move, so that the suspension 2 can play a role in buffering and damping.

[0102] For example, at least two second control arms 25 may be provided, and the at least two control arms connect the subframe 1 and the steering knuckle 23 so that the steering knuckle 23 can be more stable, which is conducive to further improving the stability of vehicle driving.

[0103] In some embodiments, the second control arm 25 is connected to the upper side of the steering knuckle 23, and the second control arm 25 is provided with a downwardly bent portion 250, which is used to avoid the vehicle body.

[0104] By connecting the second control arm 25 to the upper side of the steering knuckle 23, the first control arm 21 and the second control arm 25 are positioned opposite each other, so that the first control arm 21 and the second control arm 25 can work together on the steering knuckle 23, which can stably control the rotation of the steering knuckle 23 and improve the stability of the vehicle.

[0105] The bending portion 250 can be a bending section provided on the second control arm 25, which bends downward. By providing the downward bending portion 250 on the second control arm 25 connected to the upper side of the steering knuckle 23, the second control arm 25 can avoid the vehicle body arranged above it, providing space for the vehicle body, which is beneficial to reducing the height of the vehicle body located above it, thereby reducing the height of the vehicle chassis and making it easier to meet the rigidity requirements of the overall vehicle structure.

[0106] For example, the bending portion 250 can be in the shape of a V-shape, a U-shape, etc., and those skilled in the art can set it according to the actual situation so that the second control arm 25 can avoid the vehicle body arranged on its upper side.

[0107] In some embodiments, the steering knuckle 23 is provided with a plurality of connecting seats 231, and the ends of the first control arm 21 away from the subframe 1 and the second control arm 25 away from the subframe 1 are both connected to the steering knuckle 23 via the connecting seats 231.

[0108] The connecting seat 231 can be a seat structure provided on the steering knuckle 23 for connecting with the first control arm 21 and the second control arm 25. By providing multiple connecting seats 231 protruding on the outer peripheral surface of the steering knuckle 23, the ends of the first control arm 21 and the second control arm 25 away from the subframe 1 are connected to the connecting seats 231, so that the first control arm 21 and the second control arm 25 can be more firmly connected to the steering knuckle 23.

[0109] For example, the number of connecting seats 231 is the same as the total number of the first control arms 21 and the second control arms 25, and the control arms are connected to the connecting seats 231 in a one-to-one correspondence. In some embodiments, the number of connecting seats 231 may be less than the total number of the first control arms 21 and the second control arms 25, and at least two control arms are connected to the same connecting seat 231.

[0110] The control arm can be connected to the subframe 1 and the steering knuckle 23 in a movable manner, so that the suspension 2 can perform the function of buffering and damping when the wheels move on uneven road surfaces.

[0111] In some embodiments, the second control arm 25 includes a front upper control arm 251 and a rear upper control arm 252, and the front upper control arm 251, the first control arm 21 and the rear upper control arm 252 are arranged sequentially at intervals along the front-rear direction X of the vehicle; at least a portion of the elastic rod 22 is disposed between the front upper control arm 251 and the rear upper control arm 252.

[0112] The front upper control arm 251 and the rear upper control arm 252 can be two different control arms, both of which are connected to the subframe 1 and the steering knuckle 23, enabling the steering knuckle 23 to remain stable. The front upper control arm 251 is located in front of the rear upper control arm 252 in the vehicle's longitudinal direction X.

[0113] By arranging the front upper control arm 251, the first control arm 21, and the rear upper control arm 252 sequentially and spaced apart along the vehicle's longitudinal direction X, the shock absorber 24, the front upper control arm 251, the first control arm 21, and the rear upper control arm 252 are arranged sequentially and spaced apart along the vehicle's longitudinal direction X. This not only reduces the possibility of interference between the shock absorber 24, the front upper control arm 251, the first control arm 21, and the rear upper control arm 252, but also provides space for movement of each component, allowing each component to move within the space and enabling the suspension 2 to perform the effects of buffering and damping.

[0114] At least a portion of the elastic rod 22 is disposed between the front upper control arm 251 and the rear upper control arm 252. Specifically, the elastic rod 22 is disposed between the front upper control arm 251 and the rear upper control arm 252 in the longitudinal direction X of the vehicle. The elastic rod 22 can utilize the space between the front upper control arm 251 and the rear upper control arm 252, which is beneficial to improving the compactness of the structure in the chassis of the vehicle and improving the space utilization rate.

[0115] The front upper control arm 251, the rear upper control arm 252, and the first control arm 21 are connected to the steering knuckle 23 to jointly control the change of the camber angle of the wheel during the bouncing process and mainly bear the lateral force in the left-right direction Y and the longitudinal force in the front-rear direction X transmitted by the wheel.

[0116] The front upper control arm 251, the rear upper control arm 252, and the first control arm 21 jointly bear the vehicle's load and support the rotation of the wheels. This enables the wheels to stabilize their toe angle under the action of driving force and longitudinal force, so that the wheels exhibit a toe-in effect under the action of braking force and a toe-in effect under the action of lateral force, which is beneficial to improving the stability of the vehicle.

[0117] In some embodiments, the two ends of the tie rod 26 are connected to the subframe 1 and the steering knuckle 23, respectively.

[0118] By connecting the two ends of the toe bar 26 to the subframe 1 and the steering knuckle 23 respectively, the force exerted by the toe bar 26 on the steering knuckle 23 can control the change of the toe angle within a reasonable range, which is beneficial to improving the stability of the vehicle.

[0119] For example, the tie rod 26 can be connected to the steering knuckle 23 via the connecting seat 231, which helps to improve the robustness of the connection between the tie rod 26 and the steering knuckle 23.

[0120] In some embodiments, the shock absorber 24 is disposed on the first side of the steering knuckle 23, and the tow bar 26 is disposed on the second side of the steering knuckle 23, with the first side and the second side being disposed opposite to each other along the longitudinal direction X of the vehicle.

[0121] The first side and the second side can be two sides arranged opposite each other along the longitudinal direction X of the vehicle, wherein the first side is located in front of the second side. By setting the shock absorber 24 on the first side of the steering knuckle 23 and setting the tow bar 26 on the second side of the steering knuckle 23, the shock absorber 24 and the tow bar 26 are respectively set on both sides of the steering knuckle 23, reducing the possibility of interference between the shock absorber 24 and the tow bar 26.

[0122] In some embodiments, the lever ratio of the damper 24 is set to A, where 0.5 ≤ A ≤ 0.8.

[0123] By setting the lever ratio A of the shock absorber 24 in the chassis to a range of 0.5≤A≤0.8, it is beneficial to reduce the height of the vehicle body in the chassis, so that the structural rigidity of the suspension 2 is better. It can not only more easily meet the rigidity requirements of the overall vehicle structure, but also adapt to the detachable connection between the chassis and the body of the vehicle, which is conducive to the separate design of the chassis and body of the vehicle.

[0124] In some embodiments, the elastic rod 22 includes a leaf spring.

[0125] The leaf spring may include multiple parts stacked in the vertical direction Z, enabling the elastic rod 22 to provide good elastic restoring force in the vertical direction. For example, the elastic rod 22 may also be a structure made of glass fiber, which not only benefits the lightweighting of the vehicle chassis but also improves the elastic coefficient of the elastic rod 22. Furthermore, by adjusting the elastic coefficient or spring stiffness of the elastic rod 22, the optimal deflection frequency of the vehicle under different load conditions can be achieved.

[0126] Some embodiments of this application also provide a vehicle, which includes a chassis and body as provided in the above technical solutions, with the body connected to a subframe 1 and a shock absorber 24 of the chassis.

[0127] Since the vehicle includes the chassis provided by the above-mentioned technical solution, it is advantageous for the chassis and body to be designed separately.

[0128] In some embodiments, the chassis further includes an energy compartment, which includes a frame and battery cells housed within the frame, with a subframe 1 connected to the frame.

[0129] The energy compartment can refer to the part of the chassis that includes individual battery cells. The battery cells within the energy compartment are housed in a frame, which provides protection for them.

[0130] In some embodiments, the vehicle body and the shock absorber 24 are detachably connected.

[0131] By detachably connecting the vehicle body to the shock absorber 24, the shock absorber 24 can be easily removed from the vehicle body, which is beneficial for the separate design of the vehicle's chassis and body.

[0132] In some embodiments, the vehicle body and the subframe 1 are detachably connected.

[0133] By detachably connecting the vehicle body to the subframe 1, the subframe 1 can be easily removed from the vehicle body, which is beneficial for the separate design of the vehicle's chassis and body.

[0134] Some embodiments of this application provide a Figure 1The chassis of the vehicle shown includes a subframe 1 and a suspension 2. The suspension 2 includes a first control arm 21, an elastic rod 22, a steering knuckle 23, a shock absorber 24, and a toggle bar 26. The first control arm 21 connects the subframe 1 and the steering knuckle 23 and is connected to the lower side of the steering knuckle 23. One end of the shock absorber 24 is connected to the lower side of the first control arm 21 along the vertical direction Z, and the other end is used to connect to the vehicle body. The shock absorber 24 is connected to the front side of the first control arm 21 in the vehicle's longitudinal direction X. The elastic rod 22 extends along the vehicle's left-right direction Y and connects to the subframe 1 and the first control arm 21. The shock absorber 24 and the toggle bar 26 are respectively arranged on both sides of the steering knuckle 23 along the vehicle's longitudinal direction X.

[0135] In the above structure, since the shock absorber 24 is connected to the front side of the first control arm 21 in the vehicle's longitudinal direction X rather than the top side, it not only reduces the possibility of interference between the shock absorber 24 and the components in the suspension 2, but also reduces the height of the connection between the shock absorber 24 and the first control arm 21. Furthermore, the subframe 1 and the steering knuckle 23 are connected by a smaller elastic rod 22 in the vertical direction Z, which reduces the height of the elastic rod 22 and the shock absorber 24 in the vertical direction Z. This results in a lower chassis height for the vehicle, which not only makes it easier to meet the rigidity requirements of the overall vehicle structure, but also allows for the detachable connection between the chassis and the body of the vehicle. This facilitates the separate design of the chassis and body of the vehicle.

[0136] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A vehicle chassis, characterized in that, include: Subframe; The suspension includes a first control arm, a spring bar, a steering knuckle, a second control arm, a toe bar, and a shock absorber. The first control arm connects the subframe and the steering knuckle. One end of the spring bar is connected to a first connection point of the first control arm, and one end of the shock absorber is connected to a second connection point of the first control arm. Along the longitudinal direction of the vehicle, the shock absorber is located in front of the second control arm and the toe bar. The second connection point is located in front of the first control arm along the longitudinal direction of the vehicle, and the second connection point is forward of the first connection point.

2. The chassis of the vehicle according to claim 1, characterized in that, In the vertical direction, the projection of the shock absorber is located in front of the projection of the first control arm in the longitudinal direction of the vehicle.

3. The chassis of the vehicle according to claim 1, characterized in that, The connection point between the shock absorber and the first control arm is lower than the steering knuckle.

4. The chassis of the vehicle according to claim 1, characterized in that, The vibration damper is installed extending vertically.

5. The chassis of the vehicle according to claim 1, characterized in that, The first control arm is connected to the lower side of the steering knuckle.

6. The chassis of the vehicle according to claim 1, characterized in that, Along the longitudinal direction of the vehicle, the shock absorber is located on the front side of the steering knuckle.

7. The chassis of the vehicle according to claim 1, characterized in that, The first control arm has a protruding support, and the second connection point is located on the support.

8. The chassis of the vehicle according to claim 1, characterized in that, The chassis of the vehicle also includes a first fixed bracket and a second fixed bracket. The elastic rod is connected to the first control arm through the first fixed bracket, and the elastic rod is connected to the subframe through the second fixed bracket.

9. The chassis of the vehicle according to claim 8, characterized in that, Both the first fixed bracket and the second fixed bracket include a buffer structure.

10. The chassis of the vehicle according to claim 8, characterized in that, The subframe has a through hole, the elastic rod passes through the through hole, and the first fixed bracket and the second fixed bracket are respectively disposed on both sides of the through hole.

11. The chassis of the vehicle according to claim 10, characterized in that, The subframe includes two opposing longitudinal beams, two opposing transverse beams, and a reinforcing beam. The longitudinal beams are connected between the two transverse beams, and the reinforcing beams are connected between the two longitudinal beams. The second fixed bracket is disposed on the reinforcing beam.

12. The chassis of the vehicle according to claim 11, characterized in that, The end of the reinforcing beam is connected to the longitudinal beam through a connecting structure. The through hole is opened in the connecting structure. The elastic rod extends along the extension direction of the reinforcing beam and is spaced apart from the reinforcing beam in the vertical direction.

13. The chassis of the vehicle according to claim 11, characterized in that, The reinforcing beam is connected to the lower side of the longitudinal beam.

14. The chassis of the vehicle according to any one of claims 1-13, characterized in that, One end of the second control arm is connected to the subframe, and the other end is connected to the steering knuckle. The shock absorber and the second control arm are spaced apart along the longitudinal direction of the vehicle.

15. The chassis of the vehicle according to claim 14, characterized in that, The second control arm includes a front upper control arm and a rear upper control arm. Along the longitudinal direction of the vehicle, the front upper control arm, the first control arm, and the rear upper control arm are arranged at intervals in sequence; at least a portion of the elastic rod is arranged between the front upper control arm and the rear upper control arm.

16. The chassis of the vehicle according to claim 14, characterized in that, The second control arm is connected to the upper side of the steering knuckle, and the second control arm has a downward bending part, which is used to avoid the vehicle body.

17. The chassis of the vehicle according to claim 14, characterized in that, The steering knuckle is provided with multiple connecting seats, and the ends of the first control arm away from the subframe and the ends of the second control arm away from the subframe are both connected to the steering knuckle through the connecting seats.

18. The chassis of the vehicle according to claim 1, characterized in that, The two ends of the tie rod are respectively connected to the subframe and the steering knuckle.

19. The chassis of the vehicle according to claim 18, characterized in that, The shock absorber is disposed on the first side of the steering knuckle, and the toe bar is disposed on the second side of the steering knuckle. The first side and the second side are disposed opposite to each other in the longitudinal direction of the vehicle.

20. The chassis of the vehicle according to claim 1, characterized in that, The lever ratio of the shock absorber is set to A, where 0.5 ≤ A ≤ 0.

8.

21. The chassis of the vehicle according to claim 1, characterized in that, The elastic rod includes a leaf spring.

22. A vehicle, characterized in that, include: The chassis of the vehicle as described in any one of claims 1-21; The vehicle body, the subframe connected to the chassis, and the shock absorbers.

23. The vehicle according to claim 22, characterized in that, The chassis also includes an energy compartment, which includes a frame and battery cells housed within the frame, and the subframe is connected to the frame.

24. The vehicle according to claim 22 or 23, characterized in that, The vehicle body is detachably connected to the shock absorber.

25. The vehicle according to claim 22 or 23, characterized in that, The vehicle body and the subframe are detachably connected.

Images