Chassis of vehicle and vehicle

Abstract

The utility model provides a chassis of a vehicle and the vehicle. In the chassis of the vehicle, one ends of a first control arm, a supporting arm, a second control arm and a beam rod are connected with a steering knuckle, and the other ends of the first control arm, the supporting arm, the second control arm and the beam rod are connected with an auxiliary frame; one end of the shock absorber is connected with a first connecting point of the first control arm; one end of the elastic piece is connected with the second connecting point of the supporting arm. The shock absorber and the first control arm are arranged on the front sides of the second control arm, the supporting arm and the beam rod, and the first connecting point is close to the second control arm and the second connecting point, so that the possibility of interference between the shock absorber and components in the suspension can be reduced, the height of the first connecting point can be reduced, and the service life of the suspension is prolonged. The height of the shock absorber in the vertical direction is low, the height of the chassis of the vehicle is low, the detachable connection of the chassis of the vehicle and the vehicle body can be adapted, and the chassis of the vehicle and the vehicle body can be independently designed.

Description

Technical Field

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

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

[0003] As electric vehicles attract more and more attention, their updates and iterations are becoming more frequent. To accelerate the updates and iterations of electric vehicles, how to decouple the chassis and body in the vehicle so that they can be designed separately has begun to attract the attention of technicians in this field. Utility Model Content

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

[0005] In a first aspect, some embodiments of the present application provide a chassis of a vehicle, which includes a subframe and a suspension, the suspension including a first control arm, a support arm, an elastic member, a steering knuckle, a second control arm, a tie rod, a stabilizer bar and a shock absorber, wherein one end of the first control arm, the support arm, the second control arm and the tie rod are connected to the steering knuckle, and the other ends of the first control arm, the support arm, the second control arm and the tie rod are connected to the subframe; one end of the shock absorber is connected to the first connection point of the first control arm; one end of the elastic member is connected to the second connection point of the support arm; along the front and rear direction of the vehicle, the shock absorber and the first control arm are both arranged in front of the second control arm, the support arm and the tie rod, and the first connection point is closer to the front of the second control arm and the second connection point.

[0006] In the above structure, since the shock absorber and the first control arm are both arranged in front of the second control arm, the support arm and the tie rod, and the first connection point is closer to the front of the second control arm and the second connection point, it can not only reduce the possibility of interference between the shock absorber and the components in the suspension, but also help to lower the height of the first connection point, so that the height of the shock absorber in the vertical direction is lower, and the height of the chassis of the vehicle is lower, which can not only more easily meet the stiffness requirements of the overall structure of the vehicle, but also can 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.

[0007] According to some embodiments of the present application, a chassis of a vehicle is provided in which one end of a stabilizer bar is connected to a third connection point of a first control arm. The first, second, and third connection points are all closer to the steering knuckle than the subframe; and the third connection point is closer to the steering knuckle than the first connection point along the left-right direction of the vehicle. By positioning the third connection point connecting the stabilizer bar to the first control arm, the first connection point connecting the shock absorber to the first control arm, and the second connection point connecting the elastic member to the support arm closer to the steering knuckle than the subframe, the first, second, and third connection points are closer to the steering knuckle. This allows forces acting on the steering knuckle to be quickly and directly transmitted to the shock absorber, the elastic member, and the stabilizer bar, allowing the steering knuckle to be promptly affected by the shock absorber, the elastic member, and the stabilizer bar. By positioning the third connection point closer to the steering knuckle than the first connection point along the left-right direction of the vehicle, the stabilizer bar can better prevent the steering knuckle from lifting, thereby facilitating relative balance of the vehicle body during cornering.

[0008] According to the chassis of the vehicle provided in some embodiments of the present application, the first connection point is lower than the steering knuckle, which can reduce the height of the shock absorber and thus reduce the height of the vehicle body.

[0009] In the vehicle chassis provided in some embodiments of the present application, the connection between the first control arm and the steering knuckle is located on the underside of the steering knuckle. Connecting the end of the first control arm closest to the steering knuckle to the underside of the steering knuckle facilitates lowering the height of the first control arm, thereby lowering the height of the shock absorber connected to the first control arm.

[0010] According to the chassis of the vehicle provided in some embodiments of the present application, the shock absorber and the steering knuckle are arranged at intervals along the front-to-rear direction of the vehicle, and the shock absorber is located on the front side of the steering knuckle, so that the shock absorber is positioned forward and is not easy to interfere with the components in the rear suspension, which is conducive to the suspension to play a buffering and vibration reduction effect.

[0011] In the vehicle chassis provided in some embodiments of the present application, a first control arm is provided with a recess, and the first connection point is disposed in the recess. By disposing the first connection point in the recess, the connection between the shock absorber and the first control arm is positioned lower, which helps to reduce the vertical height of the shock absorber, thereby lowering the height of the vehicle chassis.

[0012] According to some embodiments of the present application, a vehicle chassis provided by a support arm includes a first connecting portion, a second connecting portion, and a load-bearing portion. The load-bearing portion is connected between the first connecting portion and the second connecting portion. The first connecting portion is connected to the steering knuckle, and the second connecting portion is connected to the subframe. By connecting the end of the elastic member proximal to the support arm to the load-bearing portion located in the middle of the support arm, the elastic member can be connected to the middle of the support arm, reducing the possibility of interference between the elastic member and surrounding components.

[0013] According to the vehicle chassis provided in some embodiments of the present application, the projected area of ​​the load-bearing portion in the vertical direction is larger than the projected areas of the first connecting portion and the second connecting portion, thereby providing the load-bearing portion with a larger load-bearing area and enabling the elastic member to be better positioned on the load-bearing portion. By setting the projected area of ​​the load-bearing portion in the vertical direction to be larger than the projected areas of the first connecting portion and the second connecting portion in the vertical direction, the load-bearing portion has a larger load-bearing area and enabling the elastic member to be better positioned on the load-bearing portion.

[0014] According to the chassis of the vehicle provided in some embodiments of the present application, the load-bearing portion is provided with a positioning structure, and the end of the elastic member close to the support arm is connected to the second connection point through the positioning structure. By providing the positioning structure on the load-bearing portion, the elastic member is connected to the second connection point through the positioning structure, and is not easy to move relative to the support arm, thereby reducing the possibility of the elastic member falling, which is conducive to the elastic member playing a stable role in the suspension.

[0015] According to some embodiments of the present application, the vehicle chassis includes a second control arm connected to the upper side of the steering knuckle. The second control arm includes a downwardly bent portion, which is configured to clear the vehicle body. By providing the second control arm connected to the upper side of the steering knuckle with a downwardly bent portion, the second control arm can clear the vehicle body positioned above it, providing space for the vehicle body, thereby facilitating a reduction in the height of the vehicle body positioned above it, and thereby reducing the height of the vehicle chassis, thereby more easily meeting the rigidity requirements of the vehicle's overall structure.

[0016] According to some embodiments of the present application, the vehicle chassis includes a second control arm comprising a front upper control arm and a rear upper control arm. Along the fore-aft direction of the vehicle, a stabilizer bar, a shock absorber, a front upper control arm, a support arm, a rear upper control arm, and a tie rod are sequentially spaced apart. An elastic member is disposed between the front and rear upper control arms. In this structure, the second control arm not only better connects the subframe and the steering knuckle, stabilizing the knuckle, but also allows the elastic member to fully utilize space, making the suspension structure more compact and facilitating improved space utilization.

[0017] According to the chassis of the vehicle provided in some embodiments of the present application, the subframe includes two oppositely arranged longitudinal beams and two oppositely arranged cross beams, the longitudinal beams are connected between the two cross beams; the end of the first control arm away from the steering knuckle is connected to the connection between the longitudinal beam and the cross beam, the end of the support arm away from the steering knuckle is connected to the connection between the longitudinal beam and the cross beam, and the end of the second control arm away from the steering knuckle is connected to the longitudinal beam, so that the force acting on the wheel can be quickly transmitted along the longitudinal beam and the cross beam to the entire subframe via the first control arm and the support arm, which is beneficial to improving the force-bearing performance of the subframe.

[0018] According to the chassis of the vehicle provided in some embodiments of the present application, a reinforcement structure is provided at the connection between the longitudinal beam and the cross beam, the end of the first control arm away from the steering knuckle is connected to the reinforcement structure, and the end of the support arm away from the steering knuckle is connected to the reinforcement structure. By connecting the end of the first control arm away from the steering knuckle to the reinforcement structure, and the end of the support arm away from the steering knuckle to the reinforcement structure, the first control arm can be more firmly connected to the connection between the longitudinal beam and the cross beam, and the support arm can be more firmly connected to the connection between the longitudinal beam and the cross beam.

[0019] According to the chassis of the vehicle provided in some embodiments of the present application, the shock absorber is arranged in the vertical direction, so that the vertical force caused by the up and down bouncing of the wheel can be better absorbed by the shock absorber when acting on the shock absorber, so that the shock absorber is well stressed.

[0020] According to the chassis of the vehicle provided in some embodiments of the present application, the lever ratio of the shock absorber is set to A, 0.5≤A≤0.8, which is beneficial to reducing the height of the vehicle body in the chassis, so that the structural rigidity of the suspension is better. It can not only more easily meet the rigidity requirements of the overall structure of the vehicle, but also adapt to the detachable connection between the chassis and the body of the vehicle, which is beneficial to the separate design of the chassis and body of the vehicle.

[0021] In a vehicle chassis provided by some embodiments of the present application, a stabilizer bar, a first control arm, a support arm, and a tether bar are sequentially arranged along the front-to-back direction of the vehicle. The stabilizer bar, the first control arm, the support arm, and the tether bar are sequentially spaced from front to back, thereby aligning the components and reducing the possibility of interference.

[0022] According to the chassis of the vehicle provided in some embodiments of the present application, a plurality of connecting seats are provided on the steering knuckle, the end of the first control arm away from the subframe is connected to the steering knuckle through the connecting seat, the end of the support arm away from the subframe is connected to the steering knuckle through the connecting seat, and the end of the tie rod away from the subframe is connected to the steering knuckle through the connecting seat, so that the support arm and the tie rod can be connected to the steering knuckle more firmly.

[0023] In the vehicle chassis provided in some embodiments of the present application, a stabilizer bar is connected to the first control arm and the subframe. When the vehicle turns, the suspension bouncing on the left and right sides of the vehicle differs, and the outer suspension compresses the stabilizer bar, causing it to twist. The elastic force of the stabilizer bar prevents the steering knuckle from lifting, allowing the vehicle body to maintain relative balance during cornering.

[0024] According to the vehicle chassis provided in some embodiments of the present application, the vehicle chassis further includes a connecting bracket, and the stabilizer bar is connected to the subframe via the connecting bracket.

[0025] In a second aspect, some embodiments of the present application provide a vehicle comprising a chassis and a body provided by any of the above technical solutions, wherein the body is connected to a subframe of the chassis. Because the vehicle comprises the chassis provided by the above technical solutions, the chassis and body can be designed separately.

[0026] According to some embodiments of the present application, the vehicle provided, the chassis further includes an energy cabin, the energy cabin includes a frame and an energy storage assembly accommodated in the frame, and the subframe is connected to the frame.

[0027] According to the vehicle provided in some embodiments of the present application, the body and the shock absorber are detachably connected, so that the shock absorber can be easily removed from the body, which is conducive to the separate design of the chassis and body of the vehicle.

[0028] According to the vehicle provided in some embodiments of the present application, the body and the subframe are detachably connected, so that the subframe can be easily removed from the body, which is beneficial for the separate design of the chassis and body of the vehicle.

[0029] The technical solutions provided by the embodiments of the present disclosure bring at least the following beneficial effects:

[0030] The present application provides a chassis of a vehicle, which includes a subframe and a suspension, and the suspension includes a first control arm, a support arm, an elastic member, a steering knuckle, a second control arm, a tie rod, a stabilizer bar and a shock absorber, wherein one end of the first control arm, the support arm, the second control arm and the tie rod are connected to the steering knuckle, and the other ends of the first control arm, the support arm, the second control arm and the tie rod are connected to the subframe; one end of the shock absorber is connected to the first connection point of the first control arm; one end of the elastic member is connected to the second connection point of the support arm; along the front and rear direction of the vehicle, the shock absorber and the first control arm are both arranged in front of the second control arm, the support arm and the tie rod, and the first connection point is closer to the front of the second control arm and the second connection point. In the above structure, since the shock absorber and the first control arm are both arranged in front of the second control arm, the support arm and the tie rod, and the first connection point is closer to the front of the second control arm and the second connection point, it can not only reduce the possibility of interference between the shock absorber and the components in the suspension, but also help to lower the height of the first connection point, so that the height of the shock absorber in the vertical direction is lower, and the height of the chassis of the vehicle is lower, which can not only more easily meet the stiffness requirements of the overall structure of the vehicle, but also can 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.

[0031] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiment below. The accompanying drawings are for illustration purposes only and are not to be considered as limiting the present application. Throughout the accompanying drawings, the same reference numerals are used to denote the same components.

[0033] Figure 1 A schematic structural diagram of a subframe and a suspension connected from one perspective provided in some embodiments of the present application;

[0034] Figure 2 This is a schematic structural diagram from another perspective of the subframe and suspension after connection provided in some embodiments of the present application.

[0035] In the accompanying drawings: 1, subframe; 12, longitudinal beam; 13, cross beam; 14, connecting bracket; 15, reinforcement structure;

[0036] 2. Suspension; 21. First control arm; 22. Elastic member; 23. Steering knuckle; 231. Connecting seat; 24. Shock absorber; 25. Second control arm; 251. Bending portion; 252. Front upper control arm; 253. Rear upper control arm; 26. Tow bar; 27. Stabilizer bar; 28. Support arm; 281. First connecting portion; 282. Second connecting portion; 283. Load-bearing portion; X, front-to-back direction; Y, left-to-right direction; Z, vertical direction. DETAILED DESCRIPTION

[0037] The following embodiments of the technical solution of the present application will be described in detail with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application and are therefore only examples and are not intended to limit the scope of protection of the present application.

[0038] It should be noted that, unless otherwise specified, the technical terms or scientific terms used in the embodiments of the present application should have the common meanings understood by technicians in the field to which the embodiments of the present application belong.

[0039] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the embodiments of 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. Therefore, they should not be understood as limiting the embodiments of the present application.

[0040] In addition, the technical terms "first," "second," etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. In the description of the embodiments of the present application, the meaning of "plurality" is more than two, unless otherwise specifically defined.

[0041] In the description of the embodiments of the present application, unless otherwise expressly specified or limited, technical terms such as "installed," "connected," "connected," and "fixed" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components or interactions between two components. Those skilled in the art can understand the specific meanings of the above terms in the embodiments of the present application based on specific circumstances.

[0042] In the description of the embodiments of the present application, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, a first feature being "above," "above," and "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is at a higher level than the second feature. A first feature being "below," "below," and "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0043] As people pay more and more attention to environmental protection, electric vehicles that use batteries as a power source for vehicles are increasingly widely used. With the continuous development of electric vehicle technology, the update and iteration of electric vehicles are becoming more and more frequent.

[0044] In related technologies, a vehicle's chassis and body are typically connected as a single unit, with the battery, electric drive, and other components then assembled together. However, since the two components are difficult to decouple after being connected, it's difficult to design them separately, which limits R&D and design, leading to longer development cycles.

[0045] In order to facilitate the separate design of the chassis and body of a vehicle, some embodiments of the present application provide a chassis of a vehicle, wherein the chassis of the vehicle includes a subframe and a suspension, and the suspension includes a first control arm, a support arm, an elastic member, a steering knuckle, a second control arm, a tie rod, a stabilizer bar and a shock absorber, one end of the first control arm, the support arm, the second control arm and the tie rod are connected to the steering knuckle, and the other ends of the first control arm, the support arm, the second control arm and the tie rod are connected to the subframe; one end of the shock absorber is connected to the first connection point of the first control arm; one end of the elastic member is connected to the second connection point of the support arm; along the front and rear direction of the vehicle, the shock absorber and the first control arm are both arranged in front of the second control arm, the support arm and the tie rod, and the first connection point is closer to the front of the second control arm and the second connection point. In the above structure, since the shock absorber and the first control arm are both arranged in front of the second control arm, the support arm and the tie rod, and the first connection point is closer to the front of the second control arm and the second connection point, it can not only reduce the possibility of interference between the shock absorber and the components in the suspension, but also help to lower the height of the first connection point, so that the height of the shock absorber in the vertical direction is lower, and the height of the chassis of the vehicle is lower, which can not only more easily meet the stiffness requirements of the overall structure of the vehicle, but also can 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.

[0046] The technical solutions described in the embodiments of this application are applicable to vehicles. The vehicles can be fuel vehicles, gas vehicles, or new energy vehicles. The new energy vehicles can be pure electric vehicles, hybrid vehicles, or extended-range vehicles.

[0047] The following further describes the vehicle chassis and vehicle technical solutions provided in the specific implementation manner of this application.

[0048] Some embodiments of the present application provide a chassis of a vehicle, such as Figure 1 and Figure 2 As shown, the chassis of the vehicle includes a subframe 1 and a suspension 2, and the suspension 2 includes a first control arm 21, a support arm 28, an elastic member 22, a steering knuckle 23, a second control arm 25, a lashing rod 26, a stabilizer bar 27 and a shock absorber 24. One ends of the first control arm 21, the support arm 28, the second control arm 25 and the lashing rod 26 are connected to the steering knuckle 23, and the other ends of the first control arm 21, the support arm 28, the second control arm 25 and the lashing rod 26 are connected to the subframe 1; one end of the shock absorber 24 is connected to the first connection point of the first control arm 21; one end of the elastic member 22 is connected to the second connection point of the support arm 28; along the front-to-back direction X of the vehicle, the shock absorber 24 and the first control arm 21 are both arranged in front of the second control arm 25, the support arm 28 and the lashing rod 26, and the first connection point is closer to the front of the second control arm 25 and the second connection point.

[0049] The subframe 1 may be a component of the vehicle frame, and may be a front subframe 1 located at the front of the vehicle's chassis, or a rear subframe 1 located at the rear of the vehicle's chassis. The subframe 1 is used to connect to the vehicle body. The suspension 2 may be a mechanism for transmitting force and torque between the frame and the wheels. It connects the frame and wheels, supporting the frame on the wheels via the suspension 2. It also absorbs or attenuates impact forces transmitted to the frame or body from uneven roads, reducing the resulting vibrations and facilitating smooth vehicle travel.

[0050] The first control arm 21 can be a component for providing control force to the steering knuckle 23 to stabilize the steering knuckle 23. By providing 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 is conducive to improving the stability of the vehicle.

[0051] The support arm 28 is a component used to provide control force for the steering knuckle 23 and support the elastic member 22. One end of the support arm is connected to the first control arm 21, and the other end is connected to the vehicle body. The support arm 28 not only stabilizes the steering knuckle 23 but also supports the elastic member 22. The force applied to the steering knuckle 23 is transmitted to the support arm 28 and then buffered by the elastic member 22 before being transferred to the vehicle body.

[0052] The elastic member 22 can be a device that can elastically deform when subjected to an external force. The second connection point can be the location on the support arm 28 where the elastic member 22 is connected, allowing the elastic member 22 to be supported by the support arm 28. By connecting one end of the elastic member 22 to the support arm 28 and the other end to the vehicle body, the elastic member 22 can be connected between the support arm 28 and the vehicle body. This allows the force acting on the wheel to be transmitted to the support arm 28, then buffered by the elastic member 22, and then transmitted to the subframe 1, thereby reducing the impact on the subframe 1.

[0053] For example, the elastic member 22 is arranged along the vertical direction Z. The central axis of the elastic member 22 is arranged along the vertical direction Z, so that the force in the vertical direction Z caused by the up and down bouncing of the wheel can be better buffered by the elastic member 22 during the process of being transmitted to the vehicle body via the support arm 28, which is conducive to improving the buffering effect of the elastic member 22 on the force in the vertical direction Z caused by the up and down bouncing of the wheel.

[0054] Exemplarily, the elastic member 22 can be a coil spring, one axial end of the coil spring itself is connected to the support arm 28, and the other end is used to connect to the body of the vehicle; the elastic member 22 can also be an elastic rubber, which is clamped between the body and the support arm 28. Those skilled in the art can choose the type of elastic member 22 according to actual conditions.

[0055] The steering knuckle 23 is connected to the wheel, and the vehicle's axle is connected to the steering knuckle 23. The first connection point can be the location on the first control arm 21 where the shock absorber 24 is connected. One end of the shock absorber 24 is connected to the first connection point of the first control arm 21, and the other end is connected to the vehicle body. This allows the shock absorber 24 to be connected between the steering knuckle 23 and the vehicle body via the first control arm 21, thereby attenuating 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 the other end of the shock absorber 24 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.

[0056] The second control arm 25 can be a component used to provide control force to the steering knuckle 23, thereby maintaining its stability. The toe bar 26 can be a component primarily used to control changes in the toe angle during wheel bouncing. By connecting the 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 changes in the toe angle within a reasonable range, thereby improving vehicle stability. The stabilizer bar 27 can be a device used to maintain vehicle balance and is connected to the steering knuckle 23. When the vehicle turns, the suspension 2 on the left and right sides of the vehicle bounces differently, and the outer suspension 2 will compress the stabilizer bar 27, causing it to twist. The elastic force of the stabilizer bar 27 prevents the steering knuckle 23 from lifting, allowing the vehicle body to maintain relative balance during cornering. Along the vehicle's front-to-back direction (X), the shock absorber 24 is located in front of the second control arm 25, the support arm 28, and the toe bar 26.

[0057] By arranging the shock absorber 24 and the first control arm 21 in front of the second control arm 25, the support arm 28, and the tie rod 26 along the vehicle's front-to-back direction X, the possibility of interference between the shock absorber 24 and components of the suspension 2 is reduced. By positioning the first connection point forward of the second control arm and the second connection point, the shock absorber 24 is positioned further forward, thereby reducing the possibility of interference between the shock absorber 24 and components of the suspension 2. This not only reduces the likelihood of interference between the shock absorber 24 and the second control arm 25 and the elastic member 22 when the steering knuckle 23 drives the first control arm 21 to move in the vertical direction Z, but also reduces the height of the connection between the shock absorber 24 and the first control arm 21 (compared to connecting the shock absorber 24 to the steering knuckle 23), resulting in a lower height of the shock absorber 24 in the vertical direction Z.

[0058] In the above structure, since the shock absorber 24 and the first control arm 21 are both arranged in front of the second control arm 25, the support arm 28 and the tie rod 26, and the first connection point is closer to the front of the second control arm 25 and the second connection point, it can not only reduce the possibility of interference between the shock absorber 24 and the components in the suspension 2, but also help to lower the height of the first connection point, so that the height of the shock absorber 24 in the vertical direction Z is lower, so that the height of the chassis of the vehicle is lower, which can not only more easily meet the stiffness requirements of the overall structure of the vehicle, but also can adapt to the detachable connection between the chassis and the body of the vehicle, which is beneficial to the separate design of the chassis and body of the vehicle.

[0059] In some embodiments, one end of the stabilizer bar 27 is connected to the third connection point of the first control arm 21. Compared with the subframe 1, the first connection point, the second connection point, and the third connection point are all close to the steering knuckle 23; along the left-right direction Y of the vehicle, the third connection point is closer to the steering knuckle than the first connection point.

[0060] The third connection point may be the location where the stabilizer bar 27 is connected to the first control arm 21. By placing the third connection point connecting the stabilizer bar 27 to the first control arm 21, the first connection point connecting the shock absorber 24 to the first control arm 21, and the second connection point connecting the elastic member 22 to the support arm 28 closer to the steering knuckle 23 than to the subframe 1, the first connection point, the second connection point, and the third connection point are closer to the steering knuckle 23. This allows the force acting on the steering knuckle 23 to be quickly and relatively directly transmitted to the shock absorber 24, the elastic member 22, and the stabilizer bar 27, so that the steering knuckle 23 can be promptly affected by the shock absorber 24, the elastic member 22, and the stabilizer bar 27.

[0061] By setting the third connection point closer to the steering knuckle 23 than the first connection point along the left-right direction Y of the vehicle, the stabilizer bar 27 can better prevent the steering knuckle 23 from lifting, which is beneficial for the vehicle body to maintain relative balance when turning.

[0062] In some embodiments, the first connection point is below the steering knuckle 23 .

[0063] The first connection point is lower than the steering knuckle 23, which may mean that in the vertical direction Z, the connection between the shock absorber 24 and the first control arm 21 is located on the lower side of the steering knuckle 23, which can reduce the height of the shock absorber 24, thereby reducing the height of the vehicle body, so that the height of the chassis of the vehicle is lower, which can not only more easily meet the stiffness requirements of the overall structure of the vehicle, but also adapt to the detachable connection between the chassis and the body of the vehicle.

[0064] In some embodiments, the connection between the first control arm 21 and the steering knuckle 23 is located at the lower side of the steering knuckle 23 .

[0065] The connection between the first control arm 21 and the steering knuckle 23 is located on the lower side of the steering knuckle 23. For example, the end of the first control arm 21 near the steering knuckle 23 is connected to the lower side of the steering knuckle 23. By connecting the end of the first control arm 21 near the steering knuckle 23 to the lower side of the steering knuckle 23, the height of the first control arm 21 is reduced, thereby reducing the height of the shock absorber 24 connected to the first control arm 21.

[0066] In some embodiments, the shock absorber 24 is located at a front side of the steering knuckle 23 along the front-rear direction X of the vehicle.

[0067] The shock absorber 24 is located in front of the steering knuckle 23, which may mean that the shock absorber 24 is spaced apart from the steering knuckle 23 along the front-to-rear 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 is located forward and is less likely to interfere with the components in the rear suspension 2, which is conducive to the suspension 2 to play a buffering and vibration reduction effect.

[0068] In some embodiments, a recess is provided on the first control arm 21 , and the first connection point is disposed in the recess.

[0069] The recessed portion may be a structure formed by being recessed downward along the vehicle's vertical direction Z on the top surface of the first control arm 21. The first connection point may be provided in the recessed portion, and may be provided on the inner wall of the recessed portion. By providing the first connection point in the recessed portion, the connection between the shock absorber 24 and the first control arm 21 is positioned relatively low, which helps to reduce the vertical height of the shock absorber 24 and thereby lower the height of the vehicle chassis.

[0070] In some embodiments, the support arm 28 includes a first connection portion 281, a second connection portion 282 and a load-bearing portion 283, the load-bearing portion 283 is connected between the first connection portion 281 and the second connection portion 282, the first connection portion 281 is connected to the steering knuckle 23, the second connection portion 282 is connected to the subframe 1, and the second connection point is set on the load-bearing portion 283.

[0071] The first connecting portion 281, the second connecting portion 282, and the bearing portion 283 may be different parts of the support arm 28. The bearing portion 283 is connected between the first connecting portion 281 and the second connecting portion 282, so that the first connecting portion 281, the second connecting portion 282, and the bearing portion 283 are interconnected to form a single integral structure. The first connecting portion 281 may be used to connect to the steering knuckle 23, the second connecting portion 282 may be used to connect to the subframe 1, and the bearing portion 283 may be used to support the elastic member 22. The end of the elastic member 22 near the support arm 28 is connected to the bearing portion 283, so that the support arm 28 transmits the force transmitted from the steering knuckle 23 to the elastic member 22 via its bearing portion 283.

[0072] The second connection point is provided at the bearing portion 283, and may be the end of the elastic member 22 close to the support arm 28 connected to the bearing portion 283. By connecting the end of the elastic member 22 close to the support arm 28 to the bearing portion 283 located in the middle of the support arm 28, the elastic member 22 can be connected to the middle of the support arm 28, thereby reducing the possibility of interference between the elastic member 22 and surrounding components.

[0073] In some embodiments, along the vertical direction Z, a projected area of ​​the supporting portion 283 is larger than a projected area of ​​the first connecting portion 281 and a projected area of ​​the second connecting portion 282 .

[0074] By setting the projection area of ​​the bearing portion 283 along the vertical direction Z to be larger than the projection area of ​​the first connecting portion 281 along the vertical direction Z and the projection area of ​​the second connecting portion 282 along the vertical direction Z, the bearing portion 283 has a larger bearing area, and the elastic member 22 can be better arranged on the bearing portion 283.

[0075] In some embodiments, the bearing portion 283 is provided with a positioning structure, and the end of the elastic member 22 close to the support arm 28 is connected to the second connection point through the positioning structure.

[0076] The positioning structure can be a structure for positioning the elastic member 22. By setting the positioning structure on the bearing portion 283, the elastic member 22 is connected to the second connection point through the positioning structure, and is not easy to move relative to the support arm 28, thereby reducing the possibility of the elastic member 22 falling, which is conducive to the elastic member 22 to play a stable role in the suspension 2.

[0077] For example, the positioning structure may include a connecting bolt, and the end of the elastic member 22 close to the support arm 28 is connected to the second connection point by the connecting bolt, so that the elastic member 22 is firmly connected to the support arm 28. In some embodiments, the positioning structure may also include a buckle.

[0078] 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 . Along the front-rear direction X of the vehicle, the shock absorber 24 and the second control arm 25 are spaced apart.

[0079] By providing the second control arm 25 , 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 , so that the steering knuckle 23 can be stabilized under the action of the second control arm 25 , which is beneficial to improving the driving stability of the vehicle.

[0080] The shock absorber 24 and the second control arm 25 are spaced apart in the front-to-rear direction X of the vehicle, which may mean that the shock absorber 24 and the second control arm 25 are spaced apart in the front-to-rear 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 movement for the second control arm 25, so that the suspension 2 can play a role in buffering and vibration reduction.

[0081] Illustratively, at least two second control arms 25 may be provided. The at least two second control arms 25 connect the subframe 1 and the steering knuckle 23 to make the steering knuckle 23 more stable, thereby further improving the driving stability of the vehicle.

[0082] In some embodiments, the second control arm 25 is connected to the upper side of the steering knuckle 23 . The second control arm 25 is provided with a bent portion 251 bent downward. The bent portion 251 is used to avoid the vehicle body.

[0083] 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 arranged opposite to each other along the vertical direction Z, so that the first control arm 21 and the second control arm 25 can act together on the steering knuckle 23, and can stably control the rotation of the steering knuckle 23, which is beneficial to improving the stability of vehicle driving.

[0084] The bent portion 251 can be a downwardly bent section provided on the second control arm 25. By providing the second control arm 25 connected to the upper side of the steering knuckle 23 with the downwardly bent portion 251, the second control arm 25 can avoid the vehicle body arranged above it, providing space for the vehicle body to be arranged. This helps to reduce the height of the vehicle body located above it, thereby reducing the height of the vehicle chassis, and more easily meeting the rigidity requirements of the vehicle's overall structure.

[0085] For example, the bending portion 251 may be in a V-shape, a U-shape, or the like, and those skilled in the art may configure it according to actual conditions so that the second control arm 25 can avoid the vehicle body disposed above it.

[0086] In some embodiments, the second control arm 25 includes a front upper control arm 252 and a rear upper control arm 253. Along the front-to-back direction X of the vehicle, the stabilizer bar 27, the shock absorber 24, the front upper control arm 252, the support arm 28, the rear upper control arm 253 and the tie rod 26 are arranged in sequence; the elastic member 22 is arranged between the front upper control arm 252 and the rear upper control arm 253.

[0087] The front upper control arm 252 and the rear upper control arm 253 can be two different control arms, both of which are connected to the subframe 1 and the steering knuckle 23 to stabilize the steering knuckle 23. The front upper control arm 252 is located in front of the rear upper control arm 253 in the front-to-back direction X of the vehicle.

[0088] By arranging the stabilizer bar 27, the shock absorber 24, the front upper control arm 252, the support arm 28, the rear upper control arm 253 and the toggle bar 26 in sequence along the front-to-back direction X of the vehicle, the stabilizer bar 27, the shock absorber 24, the front upper control arm 252, the support arm 28, the rear upper control arm 253 and the toggle bar 26 are arranged in sequence along the front-to-back direction X of the vehicle. This not only makes it less likely for the stabilizer bar 27, the shock absorber 24, the front upper control arm 252, the support arm 28, the rear upper control arm 253 and the toggle bar 26 to interfere with each other, but also provides space for each component to move in the space, so that each component can move in the space, and the suspension 2 can play a role in buffering and vibration reduction.

[0089] The front upper control arm 252, the rear upper control arm 253, the first control arm 21 and the support arm 28 are connected to the steering knuckle 23 to jointly control the change in the camber angle of the wheel during the bouncing process and mainly bear the lateral force in the left and right direction Y and the longitudinal force in the front and rear direction X transmitted from the wheel.

[0090] The front upper control arm 252, the rear upper control arm 253, the first control arm 21 and the support arm 28 jointly bear the load of the vehicle and support the rotation of the wheels, which can stabilize the toe angle of the wheels under the action of driving force and longitudinal force, so that the wheels show a toe effect under the action of braking force and a toe effect under the action of lateral force, which is beneficial to improving the stability of the vehicle.

[0091] By arranging the elastic member 22 between the front upper control arm 252 and the rear upper control arm 253 , the elastic member 22 can fully utilize the space, making the suspension 2 structure more compact, which is beneficial to improving the space utilization of the suspension 2 .

[0092] In some embodiments, the subframe 1 includes two oppositely disposed longitudinal beams 12 and two oppositely disposed cross beams 13, the longitudinal beam 12 is connected between the two cross beams 13; the end of the first control arm 21 away from the steering knuckle 23 is connected to the connection between the longitudinal beam 12 and the cross beam 13, the end of the support arm 28 away from the steering knuckle 23 is connected to the connection between the longitudinal beam 12 and the cross beam 13, and the end of the second control arm 25 away from the steering knuckle 23 is connected to the longitudinal beam 12.

[0093] The longitudinal beam 12 and the cross beam 13 are beam-shaped members extending in different directions on the subframe 1 . The longitudinal beam 12 extends in the front-rear direction X of the vehicle, and the cross beam 13 extends in the left-right direction Y of the vehicle.

[0094] By arranging two longitudinal beams 12 relatively spaced apart, arranging two transverse beams 13 relatively spaced apart, and connecting the longitudinal beam 12 between the two transverse beams 13 , the two longitudinal beams 12 and the two transverse beams 13 can be connected to form an integral structure of the subframe 1 .

[0095] The end of the first control arm 21 away from the steering knuckle 23 is connected to the connection between the longitudinal beam 12 and the cross beam 13. The end of the first control arm 21 away from the steering knuckle 23 is connected to the connection between the longitudinal beam 12 and the cross beam 13, so that the force acting on the wheel can be quickly transmitted along the longitudinal beam 12 and the cross beam 13 to the entire subframe 1 through the first control arm 21, which is beneficial to improving the force-bearing performance of the subframe 1.

[0096] The end of the support arm 28 away from the steering knuckle 23 is connected to the connection between the longitudinal beam 12 and the cross beam 13. The end of the support arm 28 away from the steering knuckle 23 is connected to the connection between the longitudinal beam 12 and the cross beam 13, so that the force acting on the wheel can be quickly transmitted along the longitudinal beam 12 and the cross beam 13 to the entire subframe 1 through the support arm 28, which is beneficial to improving the force performance of the subframe 1.

[0097] The end of the second control arm 25 away from the steering knuckle 23 is connected to the longitudinal beam 12 , so that the force acting on the wheel can be transmitted to the subframe 1 via the second control arm 25 .

[0098] In some embodiments, a reinforcement structure 15 is provided at the connection between the longitudinal beam 12 and the cross beam 13 , the end of the first control arm 21 away from the steering knuckle 23 is connected to the reinforcement structure 15 , and the end of the support arm 28 away from the steering knuckle 23 is connected to the reinforcement structure 15 .

[0099] The reinforcement structure 15 may be a structure for improving the structural strength. By providing the reinforcement structure 15 at the connection between the longitudinal beam 12 and the cross beam 13, the structural strength of the connection between the longitudinal beam 12 and the cross beam 13 can be improved.

[0100] By connecting the end of the first control arm 21 away from the steering knuckle 23 to the reinforcing structure 15, and connecting the end of the support arm 28 away from the steering knuckle 23 to the reinforcing structure 15, the first control arm 21 can be more firmly connected to the connection between the longitudinal beam 12 and the cross beam 13, and the support arm 28 can be more firmly connected to the connection between the longitudinal beam 12 and the cross beam 13.

[0101] Exemplarily, the reinforcement structure 15 may include a reinforcement block, which may be connected to the connection between the longitudinal beam 12 and the cross beam 13 by welding; the reinforcement structure 15 may also be a structure formed by adding material, which is formed by adding material at the connection between the longitudinal beam 12 and the cross beam 13.

[0102] In some embodiments, the vibration absorber 24 is disposed along the vertical direction Z.

[0103] The shock absorber 24 is extended along the vertical direction Z, which may mean that the central axis of the shock absorber 24 is set along the vertical direction Z, so that the vertical direction Z force caused by the up and down bouncing of the wheel can be better absorbed by the shock absorber 24 when acting on the shock absorber 24, so that the shock absorber 24 is well stressed.

[0104] In some embodiments, the leverage ratio of the shock absorber 24 is set to A, 0.5≤A≤0.8.

[0105] By setting the range of the lever ratio A of the shock absorber 24 in the chassis to 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 structure of the vehicle, but also adapt to the detachable connection between the chassis and the body of the vehicle, which is beneficial to the separate design of the chassis and the body of the vehicle.

[0106] In some embodiments, the lever ratio A of the shock absorber 24 in the chassis is set in the range of 0.6≤A≤0.7. For example, the lever ratio A of the shock absorber 24 in the chassis can be set to 0.6, 0.65, or 0.7, which helps reduce the height of the vehicle body in the chassis, thereby improving the structural rigidity of the suspension 2. This not only makes it easier to meet the rigidity requirements of the overall vehicle structure, but also adapts to the detachable connection between the chassis and body of the vehicle, facilitating the separate design of the chassis and body of the vehicle.

[0107] In some embodiments, along the front-rear direction X of the vehicle, the stabilizer bar 27 , the first control arm 21 , the support arm 28 , and the toggle bar 26 are sequentially arranged.

[0108] The stabilizer bar 27, the first control arm 21, the support arm 28 and the tie rod 26 are arranged in sequence along the front-to-rear direction X of the vehicle. This may mean that along the front-to-rear direction X of the vehicle, the stabilizer bar 27, the first control arm 21, the support arm 28 and the tie rod 26 are arranged in sequence from front to back, so that the various components are arranged neatly, reducing the possibility of interference.

[0109] In some embodiments, a plurality of connecting seats 231 are provided on the steering knuckle 23, the end of the first control arm 21 away from the subframe 1 is connected to the steering knuckle 23 through the connecting seat 231, the end of the support arm 28 away from the subframe 1 is connected to the steering knuckle 23 through the connecting seat 231, and the end of the tie rod 26 away from the subframe 1 is connected to the steering knuckle 23 through the connecting seat 231.

[0110] The connecting seat 231 may be a seat structure provided on the steering knuckle 23 for connecting to the first control arm 21, the support arm 28, and the tie rod 26. By protruding a plurality of connecting seats 231 on the outer circumferential surface of the steering knuckle 23, the end of the first control arm 21 away from the subframe 1 is connected to the connecting seat 231, so that the first control arm 21 can be more securely connected to the steering knuckle 23. The end of the support arm 28 away from the subframe 1 is connected to the connecting seat 231, so that the support arm 28 can be more securely connected to the steering knuckle 23. The end of the tie rod 26 away from the subframe 1 is connected to the connecting seat 231, so that the tie rod 26 can be more securely connected to the steering knuckle 23.

[0111] Exemplarily, the end of the second control arm 25 away from the sub-frame 1 is connected to the steering knuckle 23 via the connecting seat 231 , so that the second control arm 25 can be more firmly connected to the steering knuckle 23 .

[0112] For example, the number of connection blocks 231 provided is equal to the total number of first control arms 21, second control arms 25, and tie rods 26, and the first control arms 21, second control arms 25, and tie rods 26 are connected to the connection blocks 231 in a one-to-one correspondence. In some embodiments, the number of connection blocks 231 provided may be less than the total number of first control arms 21, second control arms 25, and tie rods 26, and at least two of the first control arms 21, second control arms 25, and tie rods 26 may be connected to the same connection block 231.

[0113] In some embodiments, the stabilizer bar 27 is connected to the first control arm 21 and the subframe 1 .

[0114] Stabilizer bar 27 is connected at both ends of the vehicle's left-right direction Y to the two first control arms 21 located on either side of the subframe 1 in the left-right direction Y. When the vehicle turns, the left and right suspensions 2 experience different bounces, and the outer suspension 2 compresses stabilizer bar 27, causing it to twist. The elastic force of stabilizer bar 27 prevents the steering knuckle 23 from lifting, allowing the vehicle to maintain relative balance during turns.

[0115] In some embodiments, the chassis of the vehicle further includes a connecting bracket 14 , and the stabilizer bar 27 is connected to the subframe 1 via the connecting bracket 14 .

[0116] The connecting bracket 14 may be a bracket structure for connecting the stabilizer bar 27 to the subframe 1. The stabilizer bar 27 is connected to the subframe 1 via the connecting bracket 14. This may mean that the connecting bracket 14 is connected to the crossbeam 13, and the stabilizer bar 27 passes through the connecting bracket 14 along the left-right direction Y of the vehicle to achieve connection with the crossbeam 13.

[0117] For example, the connecting bracket 14 may include a snap ring and a bushing, wherein the snap ring is connected to the crossbeam 13, the stabilizer bar 27 passes through the snap ring, and the bushing is sleeved on the outer periphery of the stabilizer bar 27, and the bushing is sandwiched between the snap ring and the stabilizer bar 27. For example, the bushing may be a rubber bushing or a polytetrafluoroethylene bushing.

[0118] The first control arm 21, support arm 28, second control arm 25, and tether rod 26 are rotatably connected to the subframe 1 and steering knuckle 23, allowing them to rotate to enable the suspension 2 to achieve cushioning and vibration reduction effects. For example, the first control arm 21, support arm 28, second control arm 25, and tether rod 26 may also be connected to the subframe 1 and steering knuckle 23 via a ball joint, allowing the control arms to better rotate relative to the subframe 1 and steering knuckle 23, allowing the suspension 2 to more flexibly achieve cushioning and vibration reduction effects.

[0119] Some embodiments of the present application further provide a vehicle, which includes a chassis and a body of the vehicle provided by the above technical solution, wherein the body is connected to the subframe 1 and the shock absorber 24 of the chassis.

[0120] Since the vehicle includes the chassis of the vehicle provided by the above technical solution, the chassis and the body of the vehicle are advantageously designed separately.

[0121] In some embodiments, the chassis further includes an energy cabin, which includes a frame and an energy storage assembly accommodated in the frame, and the subframe 1 is connected to the frame.

[0122] The energy compartment may refer to the portion of the chassis that includes the energy storage assembly. The energy storage assembly in the energy compartment is located within a frame that protects the battery cells. For example, the energy storage assembly may include a battery cell.

[0123] In some embodiments, the vehicle body and the shock absorber 24 are detachably connected.

[0124] By detachably connecting the vehicle body and the shock absorber 24 , the shock absorber 24 can be easily removed from the vehicle body, which is beneficial for separate designs of the chassis and the vehicle body.

[0125] In some embodiments, the vehicle body and the subframe 1 are detachably connected.

[0126] By detachably connecting the vehicle body and the sub-frame 1 , the sub-frame 1 can be easily removed from the vehicle body, which is beneficial for separate designs of the chassis and the vehicle body.

[0127] Some embodiments of the present application provide a Figure 1 and Figure 2The chassis of the vehicle shown includes a subframe 1 and a suspension 2, and the suspension 2 includes a first control arm 21, a second control arm 25, a support arm 28, an elastic member 22, a steering knuckle 23, a shock absorber 24, a lashing rod 26 and a stabilizer bar 27. The first control arm 21 connects the subframe 1 and the steering knuckle 23, and the support arm 28 connects the subframe 1 and the steering knuckle 23. One end of the shock absorber 24 is connected to a first connection point of the first control arm 21, and the other end is used to be connected to the body of the vehicle; one end of the elastic member 22 is connected to a second connection point of the support arm 28, and the other end is used to be connected to the body; the shock absorber 24 and the first control arm 21 are both arranged in front of the second control arm 25, the support arm 28 and the lashing rod 26, and the first connection point is closer to the front of the second control arm 25 and the second connection point. One end of a second control arm 25 is connected to the subframe 1, and the other end is connected to the steering knuckle 23. The two second control arms 25 are spaced apart along the vehicle's forward direction, with the elastic member 22 disposed between the two second control arms 25. The ends of a tie rod 26 are connected to the subframe 1 and the steering knuckle 23, respectively. A stabilizer bar 27 is connected to the subframe 1 via a connecting bracket 14 and is also connected to the first control arm 21.

[0128] In the above structure, the shock absorber 24 and the first control arm 21 are both arranged in front of the second control arm 25, the support arm 28 and the tie rod 26, and the first connection point is closer to the front of the second control arm 25 and the second connection point. This not only reduces the possibility of interference between the shock absorber 24 and the components in the suspension 2, but also helps to lower the height of the first connection point, so that the height of the shock absorber 24 in the vertical direction Z is lower, and the height of the chassis of the vehicle is lower, which not only can more easily meet the stiffness requirements of the overall structure of the vehicle, but also can adapt to the detachable connection between the chassis and the body of the vehicle, which is beneficial to the separate design of the chassis and body of the vehicle.

[0129] 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 them. 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 modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A chassis of a vehicle, characterized in that: include: subframe; a suspension comprising a first control arm, a support arm, an elastic member, a steering knuckle, a second control arm, a tie rod, a stabilizer bar and a shock absorber; One end of the first control arm, the support arm, the second control arm and the tie rod is connected to the steering knuckle, and the other ends of the first control arm, the support arm, the second control arm and the tie rod are connected to the subframe; One end of the shock absorber is connected to the first connection point of the first control arm; one end of the elastic member is connected to the second connection point of the support arm; along the front-to-rear direction of the vehicle, the shock absorber and the first control arm are both arranged in front of the second control arm, the support arm and the tie rod, and the first connection point is forward of the second control arm and the second connection point.

2. The vehicle chassis according to claim 1, characterized in that One end of the stabilizer bar is connected to the third connection point of the first control arm. Compared with the subframe, the first connection point, the second connection point, and the third connection point are all closer to the steering knuckle.

3. The chassis of a vehicle according to claim 1 or 2, characterized in that: The first connection point is below the steering knuckle.

4. The vehicle chassis according to claim 1, characterized in that The connection between the first control arm and the steering knuckle is located at the lower side of the steering knuckle.

5. The chassis of the vehicle according to claim 1, characterized in that The shock absorber is located on a front side of the steering knuckle in a front-rear direction of the vehicle.

6. The vehicle chassis according to claim 1, characterized in that A recess is provided on the first control arm, and the first connection point is arranged in the recess.

7. The chassis of a vehicle according to claim 1, characterized in that The support arm includes a first connecting portion, a second connecting portion and a load-bearing portion, the load-bearing portion is connected between the first connecting portion and the second connecting portion, the first connecting portion is connected to the steering knuckle, the second connecting portion is connected to the subframe, and the second connection point is arranged on the load-bearing portion.

8. The vehicle chassis according to claim 7, characterized in that: The bearing portion is provided with a positioning structure, and the end of the elastic member close to the support arm is connected to the second connection point through the positioning structure.

9. The chassis of a vehicle according to claim 1, characterized in that The second control arm is connected to the upper side of the steering knuckle. The second control arm is provided with a bent portion bent downward, and the bent portion is used to avoid the vehicle body.

10. The vehicle chassis according to claim 1, characterized in that The second control arm includes a front upper control arm and a rear upper control arm. Along the front and rear direction of the vehicle, the stabilizer bar, the shock absorber, the front upper control arm, the support arm, the rear upper control arm and the tie rod are arranged in sequence; the elastic member is arranged between the front upper control arm and the rear upper control arm.

11. The vehicle chassis according to claim 1, characterized in that The elastic member is arranged along the vertical direction.

12. The vehicle chassis according to claim 1, characterized in that The shock absorber is arranged in a vertical direction.

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

8.

14. The vehicle chassis according to claim 1, characterized in that The stabilizer bar, the first control arm, the support arm, and the toggle bar are sequentially arranged along a front-rear direction of the vehicle.

15. The vehicle chassis according to claim 1, characterized in that The steering knuckle is provided with a plurality of connecting seats, the end of the first control arm away from the subframe is connected to the steering knuckle through the connecting seat, the end of the support arm away from the subframe is connected to the steering knuckle through the connecting seat, and the end of the tie rod away from the subframe is connected to the steering knuckle through the connecting seat.

16. The vehicle chassis according to claim 1, characterized in that The stabilizer bar is connected to the first control arm and the subframe.

17. The vehicle chassis according to claim 1, characterized in that The chassis of the vehicle further includes a connecting bracket, and the stabilizer bar is connected to the subframe via the connecting bracket.

18. A vehicle, characterized in that: include: The chassis of a vehicle according to any one of claims 1 to 17; The vehicle body is connected to a subframe and a shock absorber of the chassis.

19. The vehicle according to claim 18, characterized in that The chassis further includes an energy cabin, which includes a frame and an energy storage component accommodated in the frame, and the subframe is connected to the frame.

20. The vehicle according to claim 18 or 19, characterized in that The vehicle body is detachably connected to the shock absorber.

21. The vehicle according to claim 18, wherein The vehicle body is detachably connected to the subframe.

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