Chassis structure and vehicle

Abstract

The utility model belongs to the technical field of vehicle structure design and manufacturing, and particularly relates to a chassis structure and a vehicle. The chassis structure comprises a shock absorber assembly, a stabilizer bar assembly and a swing arm connecting rod assembly; the shock absorber assembly is connected to the stabilizer bar assembly; wherein one end of the swing arm connecting rod assembly is connected with the steering knuckle, and the other end is connected to the vehicle body longitudinal beam or the vehicle body cross beam to cancel an auxiliary frame. The structural design of the chassis structure enables the vehicle to realize low platform arrangement, so that the height from a cargo tank floor to the ground is reduced, cargo loading and unloading are facilitated, and the logistics efficiency is improved. Meanwhile, due to the design of the low cargo platform, the space of the rear box is increased, the cargo carrying capacity of the vehicle is increased, and the transportation capacity of the vehicle is improved.

Description

Technical Field

[0001] The present application belongs to the technical field of vehicle structure design and manufacturing, and in particular, relates to a chassis structure and a vehicle. Background Art

[0002] In the existing vehicle chassis design, the subframe is a key component, which mainly supports and connects other vehicle components. However, due to the limitation of the internal space of the vehicle and the movement trajectory requirements of the swing arm (a component connecting the wheel and the chassis), the subframe is designed to be located above the swing arm (such as Figure 1 ).

[0003] This design is to ensure that the swing arm does not interfere with the subframe when moving, thereby ensuring the stability and safety of the vehicle. However, it means that the installation position of the suspension is relatively high. In addition, in the chassis structure design of the prior art, the rod system (the component connecting the chassis and the wheels) is relatively long. This may be due to various reasons, such as to provide better suspension performance, a more stable handling feel, or to meet other design requirements. However, while meeting these design conditions, the inner mounting point of the swing arm rod is also set relatively high. As a result, the height of the entire chassis is relatively high, making the vehicle less suitable for use in application scenarios with low platforms or low chassis heights. Utility Model Content

[0004] In order to solve the above problems, a new suspension layout is needed to eliminate the subframe and optimize the swing arm system, so as to effectively reduce the chassis height while ensuring the vehicle's driving stability and safety. This will make the vehicle more suitable for use in low-platform or low-chassis height application scenarios, improving the vehicle's adaptability and competitiveness.

[0005] According to one aspect of the present application, a chassis structure is provided, including a shock absorber assembly, a stabilizer bar assembly and a swing arm connecting rod assembly; the shock absorber assembly is connected to the stabilizer bar assembly; wherein one end of the swing arm connecting rod assembly is connected to the steering knuckle, and the other end is connected to the vehicle body longitudinal beam or the vehicle body cross beam to eliminate the subframe.

[0006] In a further solution of the present application, the chassis structure also includes a mounting bracket assembly, which includes a plurality of mounting brackets fixed to the vehicle body, and the swing arm connecting rod assembly is connected to the vehicle body longitudinal beam or the vehicle body cross beam through the mounting bracket.

[0007] In a further scheme of the present application, the swing arm connecting rod assembly includes a toe rod, a lateral rod and a longitudinal rod; the mounting bracket assembly includes a first mounting bracket, a second mounting bracket and a third mounting bracket; one end of the toe rod is connected to the vehicle body longitudinal beam or the vehicle body cross beam through the first mounting bracket, and the other end is connected to the steering knuckle; the lateral rod is connected to the vehicle body longitudinal beam or the vehicle body cross beam through the second mounting bracket, and the other end is connected to the steering knuckle; the longitudinal rod is connected to the vehicle body longitudinal beam or the vehicle body cross beam through the third mounting bracket, and the other end is connected to the steering knuckle.

[0008] In a further scheme of the present application, the first mounting bracket includes a first connecting plate and a first side plate connected to both ends of the first connecting plate; first mounting holes are respectively arranged on the opposite first side plates; an eccentric mechanism is passed through the first mounting hole, and a first sleeve is arranged at the end of the toe rod, which is connected to the eccentric mechanism through the first sleeve, and the eccentric mechanism can at least constrain the freedom of the toe rod along the extension direction.

[0009] In a further scheme of the present application, the eccentric mechanism includes an eccentric bolt, a gasket and a restraining member; the eccentric bolt includes a nut, an eccentric plate and a screw portion connected in sequence, the eccentric plate is eccentrically arranged relative to the screw portion, and a key is arranged at the end of the screw portion facing away from the eccentric plate; a socket eccentrically arranged relative to the gasket is arranged at the gasket; wherein the eccentric screw is inserted through the first mounting hole, the eccentric plate and the gasket are respectively abutted against the first side plate, and the restraining member can constrain the freedom of the gasket along the toe rod direction.

[0010] In an optional solution of the present application, the restraining member includes at least two baffles, and the gasket is clamped between the baffles to restrain the freedom of the gasket along the toe rod direction.

[0011] In a further solution of the present application, the second mounting bracket includes a second connecting plate and a second side plate connected to both ends of the second connecting plate; a second mounting hole is provided at the second side plate, and a first connecting bolt is passed through the second mounting hole; the end of the transverse pull rod is a second sleeve, which is connected to the first connecting bolt through the first sleeve.

[0012] In a further solution of the present application, the third mounting bracket includes a third connecting plate and a third side plate connected to both ends of the third connecting plate; a third mounting hole is provided at the third side plate, and a second connecting bolt is passed through the third mounting hole; the end of the longitudinal pull rod is a third sleeve, which is connected to the second connecting bolt through the third sleeve.

[0013] In a further solution of the present application, the stabilizer bar assembly includes a stabilizer bar connecting rod, a stabilizer bar and a stabilizer bar clamp; wherein one end of the stabilizer bar connecting rod is connected to the stabilizer bar, and the other end is connected to the shock absorber assembly; the stabilizer bar clamp is clamped on the stabilizer bar.

[0014] In a further solution of the present application, one side of the shock absorber assembly is connected to the steering knuckle, and the other side is connected to the longitudinal beam of the vehicle body.

[0015] Finally, the present application also provides a vehicle, which also includes the above chassis assembly.

[0016] In summary, the present application provides a chassis structure, including a frame module and a suspension module, wherein the frame module includes a vehicle body longitudinal beam, and the suspension module includes a shock absorber assembly, a stabilizer bar assembly, and a swing arm connecting rod assembly. The shock absorber assembly is connected to the stabilizer bar assembly; the swing arm connecting rod assembly is respectively connected to the steering knuckle and the vehicle body longitudinal beam, so as to eliminate the subframe in the existing chassis design; and at least the following technical effects are achieved:

[0017] 1. By eliminating the subframe, not only the manufacturing process of the vehicle is simplified, but also the development, production and inspection costs of the subframe are reduced. In addition, the chassis structure does not require redesign of parts, but only requires the use of most common parts, which can reduce the cost of designing and developing tooling and molds during the manufacturing process, improve the stability and efficiency of the production line, and further improve the economic benefits of the vehicle;

[0018] 2. The structural design of the chassis structure enables the vehicle to achieve a low cargo platform layout, that is, by reducing the design height of the longitudinal beam of the vehicle body, the height of the cargo box floor from the ground is lowered, thereby facilitating the loading and unloading of goods and improving logistics efficiency. At the same time, the low cargo platform design also increases the space of the rear box, increases the cargo volume of the vehicle, and improves the transportation capacity of the vehicle;

[0019] 3. The chassis structure can be shifted or lengthened according to the size of the wheelbase, so that it can adapt to different vehicle models and platform requirements. This flexibility allows the suspension system to be shared among multiple models, reducing development and manufacturing costs and speeding up the model update and expansion.

[0020] Other features and advantages of the embodiments of the present application will be described in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the specific implementation of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific implementation or the prior art description. Obviously, the drawings described below are some implementations of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0022] Figure 1 A schematic diagram of a chassis structure in the prior art exemplified by the present utility model;

[0023] Figure 2A schematic diagram of a chassis structure provided by an embodiment of the utility model;

[0024] Figure 3 A partial exploded schematic diagram of a suspension module in a chassis structure provided by an embodiment of the utility model;

[0025] Figure 4 A schematic diagram of the structure of the first mounting bracket and the toe link in the chassis structure provided by the embodiment of the utility model in a connected state;

[0026] Figure 5 A schematic diagram of the structure of the second mounting bracket and the transverse connecting rod in the chassis structure provided by the embodiment of the utility model in a connected state;

[0027] Figure 6 A schematic diagram of the structure of the third mounting bracket and the longitudinal connecting rod in the chassis structure provided by the embodiment of the utility model in a connected state;

[0028] Figure 7 middle, Figure 7 (a) is a schematic diagram of the structure of the eccentric mechanism in the chassis structure provided by the embodiment of the utility model, Figure 7 (b) is a schematic diagram of the structure of the eccentric mechanism in the chassis structure provided by the embodiment of the utility model when it is installed on the first mounting bracket.

[0029] The reference numerals are as follows:

[0030] 200, chassis structure;

[0031] 201, frame module; 210, body longitudinal beam;

[0032] 100. Suspension module;

[0033] 10. Shock absorber assembly;

[0034] 20. Stabilizer bar assembly; 21. Stabilizer bar connecting rod; 22. Stabilizer bar; 23. Stabilizer bar clamp;

[0035] 30. Swing arm connecting rod assembly;

[0036] 31. toe rod; 311. first sleeve;

[0037] 32. transverse tie rod; 321. second sleeve;

[0038] 33. longitudinal tie rod; 331. third sleeve;

[0039] 40. Install the bracket assembly;

[0040] 41. first mounting bracket; 411. first connecting plate; 412. first side plate; 413. first mounting hole;

[0041] 42. second mounting bracket; 421. second connecting plate; 422. second side plate; 423. second mounting hole;

[0042] 43. third mounting bracket; 431. third connecting plate; 432. third side plate; 433. third mounting hole;

[0043] 50. Eccentric mechanism;

[0044] 51, eccentric bolt; 511, nut; 512, screw portion; 513, key;

[0045] 52. First gasket;

[0046] 53, second gasket; 531, jack;

[0047] 54. Restraint; 541. Baffle. DETAILED DESCRIPTION

[0048] In the description of the present application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like appear to indicate the orientation or position relationship, unless otherwise specified, they are understood to be based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present application.

[0049] In addition, if there is a feature defined as "first" or "second", it is only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Features defined as "first" or "second" may explicitly or implicitly include at least one of the defined features. If there is a description of "plurality", the general meaning is to include at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0050] In this application, unless otherwise clearly specified and limited, the terms such as "installed", "connected", "connected", "fixed" and so on should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integrated connection; it can be a mechanical connection or an electrical connection, it can be a direct connection, or it can be an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0051] In the description of this specification, if the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" appear, it means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.

[0052] See also Figure 2 , Figure 2 The utility model is exemplarily provided as a structural schematic diagram of a chassis structure 200.

[0053] The present application first provides a chassis structure 200; the chassis structure 200 includes a frame module 201 and a suspension module 100, wherein the frame module 201 includes a vehicle body longitudinal beam 210; the suspension module 100 includes a shock absorber assembly 10, a stabilizer bar assembly 20 and a swing arm connecting rod assembly 30; the shock absorber assembly 10 is connected to the stabilizer bar assembly 20; wherein the swing arm connecting rod assembly 30 is respectively connected to the steering knuckle and the vehicle body longitudinal beam 210.

[0054] Specifically, a general inventive concept of the embodiment of the utility model is to directly connect the shock absorber assembly 10 to the stabilizer bar assembly 20, and the swing arm connecting rod assembly 30 is respectively connected to the steering knuckle and the vehicle body longitudinal beam 210, thereby eliminating the subframe structure, reducing the vertical height of the suspension module 100 as a whole, so that the vehicle as a whole can achieve a low cargo platform layout, that is, the height of the cargo box floor from the ground is reduced, thereby facilitating the loading and unloading of goods and improving logistics efficiency. At the same time, the low cargo platform design also increases the space of the rear box, increases the cargo volume of the vehicle, and improves the transportation capacity of the vehicle.

[0055] In a variation of the general inventive concept, a body cross beam is usually provided between the body longitudinal beams 210 in the body structure. These body cross beams are used to increase the rigidity and strength of the body, and to provide additional support points for connecting various suspension and chassis components. In some special scenarios when designing a low cargo platform chassis structure, the swing arm link assembly 30 can also be directly connected to the body cross beam, for example, when it is necessary to disperse the force or torque generated by the swing arm link assembly 30, or when the space between the body longitudinal beam 210 and the swing arm link assembly 30 is relatively limited.

[0056] In an optional manner, a plurality of mounting points may be pre-processed on the vehicle body longitudinal beam 210 . These connection points may be reserved slots or holes, and the swing arm link assembly 30 is directly connected to these mounting points to reduce assembly steps.

[0057] In order to avoid making changes to the vehicle body longitudinal beam 210 to destroy its structure, as a preferred embodiment of the present application, the suspension module 100 also includes a mounting bracket assembly 40, the mounting bracket assembly 40 includes a plurality of mounting brackets fixed to the vehicle body, and the mounting brackets are connected to the vehicle body longitudinal beam 210; the swing arm link assembly is connected to the vehicle body longitudinal beam 210 through the mounting bracket.

[0058] It is understandable that since the mounting bracket is independent of the vehicle body longitudinal beam 210, there is no need to modify the vehicle body longitudinal beam 210. This connection method can simplify the production process, facilitate maintenance and replacement, reduce manufacturing costs, and does not require a large number of changes to the structural body of the vehicle body longitudinal beam 210 to reduce potential design and production risks. The mounting bracket assembly can be installed at appropriate points on different vehicle body longitudinal beams according to different vehicle models to meet different design requirements, which allows the suspension module 100 to be expanded between different vehicle models.

[0059] See also Figures 4 to 6 In a specific embodiment, the swing arm linkage assembly 30 includes a toe rod 31, a transverse rod 32 and a longitudinal rod 33, which work together to provide the suspension and handling characteristics required by the vehicle. The toe rod 31 is mainly responsible for adjusting and controlling the toe angle of the wheel, which is crucial to ensure the straight-line driving and steering stability of the wheel. The transverse rod 32 is mainly used to prevent the lateral movement of the wheel during driving, thereby improving the handling and stability of the vehicle. The longitudinal rod 33 mainly bears the longitudinal force of the wheel when it moves up and down, and plays a supporting and positioning role.

[0060] In order to effectively connect the swing arm link assembly 30 to the vehicle body longitudinal beam 210, the mounting bracket assembly 40 is designed to provide a stable connection point. Specifically, the mounting bracket assembly 40 includes a first mounting bracket 41, a second mounting bracket 42 and a third mounting bracket 43, which are customized according to the different functions and force characteristics of the swing arm link assembly.

[0061] Specifically, the toe rod 31 is connected to the vehicle body longitudinal beam 210 through the first mounting bracket 41, which ensures the accurate adjustment and stable connection of the toe rod 31. The transverse rod 32 is connected to the vehicle body longitudinal beam 210 through the second mounting bracket 42 to prevent the lateral movement of the wheel and provide necessary lateral support. The longitudinal rod 33 is connected to the vehicle body longitudinal beam 210 through the third mounting bracket 43 to withstand the longitudinal force of the wheel when it moves up and down and maintain the accurate positioning of the wheel.

[0062] like Figures 3 to 7 The first mounting bracket 41 includes a first connecting plate 411 and a first side plate 412 connected at both ends of the first connecting plate 411; first mounting holes 413 are respectively provided on the opposite first side plates 412; an eccentric mechanism 50 is inserted into the first mounting hole 413, and a first sleeve 311 is provided at the end of the toe rod 31, which is connected to the eccentric mechanism 50 through the first sleeve 311. The eccentric mechanism 50 can at least constrain the freedom of the toe rod 31 along the extension direction to prevent movement.

[0063] It can be understood that the first mounting bracket 41 includes a first connecting plate 411 and a first side plate 412, and the first connecting plate 411 and the first side plate 412 enclose a "U"-shaped bracket structure. The first mounting hole 413 is used to fix the first mounting bracket 41 to the vehicle body longitudinal beam 210 to ensure the stability and reliability of the bracket. The eccentric mechanism 50 is designed to be inserted into the first mounting hole 413 and connected to the end of the toe rod 31. The function of the eccentric mechanism 50 is to at least constrain the degree of freedom of the toe rod 31 along its extension direction through its structural characteristics to prevent movement. That is, when the toe rod 31 is affected by external force or vehicle movement, its movement along the extension direction is restricted, thereby maintaining a stable position and angle. The end of the toe rod 31 is provided with a first sleeve 311, and the first sleeve 311 is used for a component connected to the eccentric mechanism 50. Through the connection between the first sleeve 311 and the eccentric mechanism 50, the toe rod 31 can be fine-tuned in angle within a certain range to meet the needs of the vehicle under different road conditions and driving conditions. At the same time, due to the restraining effect of the eccentric mechanism 50, the movement of the toe rod 31 is effectively prevented, thereby improving the handling and stability of the vehicle.

[0064] The eccentric mechanism 50 can restrain and adjust the toe rod 31 by its eccentric characteristics; the eccentric mechanism 50 can also play a role in mechanical enhancement. Through its structural design, the eccentric mechanism 50 can disperse and transmit the force from the toe rod 31, reduce the stress concentration on the connection point, and thus improve the strength and durability of the connection.

[0065] In a preferred embodiment, the eccentric mechanism 50 includes an eccentric bolt 51, a first gasket 52, a second gasket 53 and a restraining member 54; the eccentric bolt 51 includes a nut 511 and a screw portion 512 connected in sequence, the first gasket 52 is arranged between the nut 511 and the first side plate 412 and is eccentrically arranged relative to the screw portion 512, and a key 513 is arranged at one end of the screw portion 512 away from the first gasket 52; the second gasket 53 is provided with a socket 531 eccentrically arranged relative to the gasket; wherein the restraining member 54 is connected to the first side plate 412, and the lateral degree of freedom of the first gasket 52 and / or the second gasket 53 can be restrained by the restraining member 54, specifically, the degree of freedom along the extension direction of the toe rod 31.

[0066] Due to the design of the eccentric mechanism 50, the toe rod 31 can be effectively fixed in the adjusted position to prevent movement during driving. At the same time, the arrangement of the first gasket 52 and the second gasket 53, and their cooperation with the eccentric bolt 51, enhance the strength and stability of the connection point. The first gasket 52 and the second gasket 53 can avoid rigid contact between the nut 511 and the first side plate 412. Especially in the case of vibration and repeated stress, the gasket acts as a buffer layer to reduce the direct contact between the nut 511 and the first side plate 412, thereby avoiding or reducing wear and abnormal noise caused by wear.

[0067] In a specific solution, the restraining member 54 includes at least two baffles 541 , and the first gasket 52 and / or the second gasket 53 are clamped between the baffles 541 to restrain the freedom of the first gasket 52 and / or the second gasket 53 along the toe rod direction.

[0068] The baffle plate 541 may be welded to the outer wall of the first side plate 412 , or may be directly integrated with the first side plate 412 to reduce assembly steps and increase structural strength.

[0069] Further as Figure 5 The second mounting bracket 42 includes a second connecting plate 421 and a second side plate 422 connected to both ends of the second connecting plate 421; a second mounting hole 423 is provided at the second side plate 422, and a first connecting bolt (not shown in the figure) is passed through the second mounting hole 423; the end of the transverse pull rod 32 is a second sleeve 321, which is connected to the first connecting bolt through the second sleeve 321.

[0070] Further as Figure 5 The third mounting bracket 43 includes a third connecting plate 431 and a third side plate 432 connected to both ends of the third connecting plate 431; a third mounting hole 433 is provided at the third side plate 432, and a second connecting bolt (not marked) is passed through the third mounting hole 433; the end of the longitudinal pull rod 33 is a third sleeve 331, which is connected to the second connecting bolt through the third sleeve 331.

[0071] The first mounting bracket 41 and the second mounting bracket 42 are arranged in a horizontal line, and the third mounting bracket 43 is adaptively arranged longitudinally according to the longitudinal tie rod 33 .

[0072] Continue reading Figure 2The stabilizer bar assembly 20 includes a stabilizer bar link 21, a stabilizer bar 22 and a stabilizer bar clamp 23; wherein one end of the stabilizer bar link 21 is connected to the stabilizer bar 22, and the other end is connected to the shock absorber assembly 10; the stabilizer bar clamp 23 is clamped on the stabilizer bar 22. When the vehicle turns or encounters a bumpy road, the stabilizer bar link 21 plays a role in transmitting force to transmit the force to the stabilizer bar 22. The main function of the stabilizer bar 22 is to limit the roll of the vehicle body when turning. When the vehicle turns, due to the centrifugal force, the vehicle body tends to roll outward. The stabilizer bar 22 can resist this roll moment through its inherent stiffness, keep the vehicle body relatively stable, help reduce the roll and vibration of the vehicle body, and thus improve the vehicle's handling and ride comfort. The stabilizer bar clamp 23 is used to firmly fix the stabilizer bar 22 on the vehicle chassis; the stabilizer bar 22 is fastened in an appropriate position to ensure that the stabilizer bar 22 maintains the correct posture and function during the vehicle driving process.

[0073] Furthermore, one side of the shock absorber assembly 10 is connected to the end of the steering knuckle, and the other side is connected to the vehicle body longitudinal beam 210 , and the design height of the vehicle body longitudinal beam 210 is reduced by completely eliminating the subframe.

[0074] In summary, the present application provides a chassis structure 200, including a frame module 201 and a suspension module 100, wherein the frame module 201 includes a vehicle body longitudinal beam 210, and the suspension module 100 includes a shock absorber assembly 10, a stabilizer bar assembly 20 and a swing arm connecting rod assembly 30, and the shock absorber assembly 10 is connected to the stabilizer bar assembly 20; the swing arm connecting rod assembly 30 is respectively connected to the steering knuckle and the vehicle body longitudinal beam 210, so as to eliminate the subframe in the existing chassis design; and at least the following technical effects are achieved:

[0075] 1. By eliminating the subframe, not only the manufacturing process of the vehicle is simplified, but also the development, production and inspection costs of the subframe are reduced. In addition, the chassis structure 200 does not need to redesign the parts, but only needs to use most of the common parts, which can reduce the cost of designing and developing tools and molds during the manufacturing process, improve the stability and efficiency of the production line, and further improve the economic benefits of the whole vehicle;

[0076] 2. The structural design of the chassis structure 200 enables the vehicle to achieve a low cargo platform layout, that is, by reducing the height of the vehicle body longitudinal beam 210, the height of the cargo box floor from the ground is lowered, thereby facilitating the loading and unloading of goods and improving logistics efficiency. At the same time, the low cargo platform design also increases the space of the rear box, increases the vehicle's cargo volume, and improves the vehicle's transportation capacity;

[0077] 3. The chassis structure 200 can be translated or lengthened according to the size of the wheelbase, so that it can adapt to different vehicle models and platform requirements. This flexibility allows the suspension system to be shared among multiple vehicle models, reducing development and manufacturing costs and speeding up the model update and expansion.

[0078] Those skilled in the art should understand that if all or part of the sub-modules of the chassis structure 200 involved in the various products provided in the embodiments of the present invention are combined and replaced by fusion, simple change, mutual conversion, etc., such as the components are placed and moved; or the products they constitute are set as one piece; or are designed to be detachable; all the combined components can form equipment / devices / systems with specific functions, using such equipment / devices / systems to replace the corresponding components of the present invention also falls within the protection scope of the present invention.

[0079] Therefore, another aspect of the present application further provides a vehicle, which includes the above-mentioned chassis structure 200; obviously, the vehicle has all the advantages brought by the above-mentioned integrated chassis structure 200. For example, the design optimizes the space layout of the vehicle, arranges a low cargo platform, improves the space utilization rate of the vehicle, etc., which will not be repeated here one by one.

[0080] The various technical features described above can be combined arbitrarily. Although all possible combinations of these technical features are not described, any combination of these technical features should be considered to be covered by this specification as long as there is no contradiction in such combination.

[0081] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still adjust the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these adjustments or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A chassis structure, characterized in that: include: A vehicle frame module, the vehicle frame module comprising a vehicle body longitudinal beam; Suspension module, including shock absorber assembly, stabilizer bar assembly and swing arm link assembly; Wherein, the shock absorber assembly is connected to the stabilizer bar assembly; the swing arm connecting rod assembly is respectively connected to the steering knuckle and the vehicle body longitudinal beam.

2. The chassis structure according to claim 1, characterized in that: The suspension module further comprises a mounting bracket assembly, wherein the mounting bracket assembly comprises a plurality of mounting brackets fixed on the vehicle body, and the swing arm link assembly is connected to the vehicle body longitudinal beam or the vehicle body cross beam through the mounting bracket.

3. The chassis structure according to claim 2, characterized in that: The swing arm connecting rod assembly includes a toe rod, a transverse rod and a longitudinal rod; The mounting bracket assembly includes a first mounting bracket, a second mounting bracket and a third mounting bracket; One end of the toe rod is connected to the vehicle body longitudinal beam through the first mounting bracket, and the other end is connected through the steering knuckle; The transverse tie rod is connected to the vehicle body longitudinal beam through the second mounting bracket, and the other end is connected through the steering knuckle; The longitudinal tie rod is connected to the vehicle body longitudinal beam through the third mounting bracket, and the other end is connected to the steering knuckle.

4. The chassis structure according to claim 3, characterized in that: The first mounting bracket includes a first connecting plate and first side plates connected to both ends of the first connecting plate; The first opposite side plates are respectively provided with first mounting holes; An eccentric mechanism is inserted into the first mounting hole, and a first sleeve is provided at the end of the toe rod, which is connected to the eccentric mechanism through the first sleeve. The eccentric mechanism can at least constrain the freedom of the toe rod along the extension direction.

5. The chassis structure according to claim 4, characterized in that: The eccentric mechanism comprises an eccentric bolt, a first gasket, a second gasket and a restraining member; The eccentric bolt comprises a nut and a screw portion connected in sequence, the first washer is arranged between the nut and the first side plate and eccentrically arranged relative to the screw portion, and a key is arranged at one end of the screw portion away from the first washer; The second gasket is provided with a plug hole which is eccentrically arranged relative to the second gasket; Wherein, the restraining member is connected to the first side plate, and the restraining member can restrain the freedom of the first gasket and / or the second gasket along the extension direction of the toe rod; The restraining member comprises at least two baffles, and the first gasket and / or the second gasket are clamped between the baffles to restrain the freedom of the first gasket and / or the second gasket along the toe rod direction.

6. The chassis structure according to claim 3, characterized in that: The second mounting bracket includes a second connecting plate and second side plates connected to both ends of the second connecting plate; A second mounting hole is provided at the second side plate, and a first connecting bolt is passed through the second mounting hole; The end of the transverse tie rod is a second sleeve, which is connected to the first connecting bolt through the second sleeve.

7. The chassis structure according to claim 3, characterized in that: The third mounting bracket includes a third connecting plate and third side plates connected to both ends of the third connecting plate; The third side plate is provided with a third mounting hole, and a second connecting bolt is passed through the third mounting hole; The end of the longitudinal tie rod is a third sleeve, which is connected to the second connecting bolt through the third sleeve.

8. The chassis structure according to any one of claims 1 to 7, characterized in that: The stabilizer bar assembly includes a stabilizer bar connecting rod, a stabilizer bar and a stabilizer bar clamp; One end of the stabilizer bar connecting rod is connected to the stabilizer bar, and the other end is connected to the shock absorber assembly; the stabilizer bar clamp is clamped on the stabilizer bar.

9. The chassis structure according to any one of claims 1 to 7, characterized in that: One side of the shock absorber assembly is connected to the steering knuckle, and the other side is connected to the vehicle body longitudinal beam.

10. A vehicle, characterized in that: Comprising a chassis structure according to any one of claims 1 to 9.

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