Chassis of vehicle and vehicle

Abstract

The utility model provides a chassis of a vehicle and the vehicle. In the chassis of the vehicle, a first control arm is connected with an auxiliary frame and a steering knuckle, and one end of a 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 first control arm; the shock absorber is arranged on the rear side of the second control arm and the beam rod in the front-back direction of the vehicle; the first connecting point is located on the rear side of the first control arm in the front-back direction of the vehicle, and the first connecting point is behind the second connecting point. Due to the fact that the shock absorber is arranged on the rear sides of the second control arm and the beam rod, and the first connecting point is located on the rear side of the first control arm, the possibility that the shock absorber interferes with components in the suspension can be reduced, the height of the shock absorber in the vertical direction is low, the height of a chassis of the vehicle is low, and the vehicle is more comfortable. The rigidity requirement of the whole structure of the vehicle can be easily met, the detachable connection of the chassis and the vehicle body of the vehicle can be adapted, and the chassis and the vehicle body of the vehicle can be 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, an elastic member, a steering knuckle, a second control arm, a tie rod and a shock absorber, the first control arm connects the subframe and the steering knuckle, the shock absorber is tilted relative to the vertical direction, one end of the shock absorber is connected to the first connection point of the first control arm; the elastic member is arranged along the vertical direction of the vehicle, and one end thereof is connected to the second connection point of the first control arm; along the front-to-back direction of the vehicle, the shock absorber is arranged on the rear side of the second control arm and the tie rod; the first connection point is located on the rear side of the first control arm along the front-to-back direction of the vehicle, and the first connection point is rearward of the second connection point.

[0006] In the above structure, since the shock absorber is arranged on the rear side of the second control arm and the tie rod, the first connection point is rearward of the second connection point and is located on the rear side of the first control arm along the front-rear direction of the vehicle, and the shock absorber is inclined, it can not only reduce the possibility of interference between the shock absorber and components in the suspension, but also reduce the height of the connection between the shock absorber and the first control arm, 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 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] In the vehicle chassis provided in some embodiments of the present application, the first connection point and the second connection point are both closer to the steering knuckle than the subframe. By locating the first connection point connecting the shock absorber to the first control arm and the second connection point connecting the elastic member to the first control arm closer to the steering knuckle than the subframe, the first and second connection points are closer to the steering knuckle. This allows the force acting on the steering knuckle to be quickly and directly transmitted to the shock absorber and the elastic member, allowing the steering knuckle to be promptly affected by the shock absorber and the elastic member.

[0008] According to the chassis of the vehicle provided in some embodiments of the present application, along the vertical direction, the projection of the shock absorber is located on the rear side of the projection of the first control arm in the front-to-rear direction of the vehicle, which can enable more part of the shock absorber to be located on the rear side of the first control arm, and is conducive to further reducing the possibility of interference between the shock absorber and the first control arm.

[0009] According to the chassis of the vehicle provided in some embodiments of the present application, the steering knuckle and the shock absorber are spaced apart along the front-to-rear direction of the vehicle, so that the shock absorber can be connected to the first control arm from the rear side of the steering knuckle, so that the connection between the shock absorber and the first control arm can avoid the steering knuckle and be lower than the steering knuckle.

[0010] In some embodiments of the present application, the chassis of the vehicle provided by the shock absorber is tilted rearward along the vehicle's fore-aft direction. This tilting of the shock absorber in this direction allows the connection between the shock absorber and the vehicle body to be positioned further back, thereby avoiding the need for seats mounted on the vehicle body and providing space for them, thereby facilitating their sliding along the vehicle's fore-aft direction.

[0011] According to the chassis of the vehicle provided in some embodiments of the present application, the angle between the arrangement direction of the shock absorber and the vertical direction is A, 20°≤A≤50°, so that the inclination of the shock absorber relative to the vertical direction is more reasonable, so that the shock absorber can not only support the vehicle body and provide appropriate vertical compression space to better absorb and attenuate the vertical force transmitted from the steering knuckle, but also help to reduce the height of the shock absorber in the vertical direction.

[0012] According to the chassis of the vehicle provided in some embodiments of the present application, a support is protruding from the first control arm, and the end of the shock absorber close to the first control arm is connected to the support, so that the connection between the shock absorber and the first control arm 1 is relatively far back and 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.

[0013] According to the vehicle chassis provided in some embodiments of the present application, the vehicle chassis also includes an elastic member, one end of the elastic member is connected to the first control arm, and the other end is used to connect to the vehicle body. The elastic member can be connected between the first control arm and the vehicle body, so that the force acting on the wheel can be transmitted to the subframe after being buffered by the elastic member after being transmitted to the first control arm, which is beneficial to reducing the impact on the subframe.

[0014] According to some embodiments of the present application, the vehicle chassis suspension further includes a stabilizer bar connected to the subframe and the first control arm. When the vehicle turns, the suspension on the left and right sides of the vehicle will bounce differently, with the outer suspension compressing 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 turns.

[0015] According to the chassis of the vehicle provided in some embodiments of the present application, the stabilizer bar, the first control arm and the shock absorber are arranged in sequence along the front-to-rear direction of the vehicle, so that the various components are arranged neatly, reducing the possibility of interference.

[0016] 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.

[0017] According to the chassis of the vehicle provided in some embodiments of the present application, the second control arm is located above the first control arm, one end of the second control arm is connected to the subframe, and the other end is connected to the steering knuckle. Along the front and rear direction of the vehicle, the shock absorber and the second control arm are arranged at intervals, so that the steering knuckle can be stabilized under the action of the second control arm, which is beneficial to improving the stability of the vehicle's driving.

[0018] According to the chassis of the vehicle provided in some embodiments of the present application, the second control arm is connected to the upper side of the steering knuckle, and the second control arm is provided with a downward-bending portion, and the bending portion is used to avoid the vehicle body, so that the second control arm can avoid the vehicle body arranged on its upper side, providing space for the arrangement of the vehicle body, which is conducive to lowering the height of the vehicle body located on its upper side, thereby lowering the height of the chassis of the vehicle, and can more easily meet the stiffness requirements of the overall structure of the vehicle.

[0019] According to the chassis of the vehicle provided in some embodiments of the present application, the second control arm includes a front upper control arm and a rear upper control arm, and the front upper control arm, the first control arm, the rear upper control arm and the shock absorber are arranged in sequence along the front and rear direction of the vehicle; the elastic member is arranged between the front upper control arm and the rear upper control arm, which not only makes it difficult for the front upper control arm, the first control arm, the elastic member, the rear upper control arm and the shock absorber to interfere with each other, but also provides a movable space for each component, so that each component can move in the movable space, and the suspension can play a buffering and vibration reduction effect.

[0020] 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, and 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, and the end of the second control arm away from the steering knuckle is connected to the longitudinal beam.

[0021] 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 via the connecting seat, and the end of the second control arm away from the subframe is connected to the steering knuckle via the connecting seat, so that the first control arm and the second control arm can be more firmly connected to the steering knuckle.

[0022] In the vehicle chassis provided in some embodiments of the present application, the ends of the tie rod are respectively connected to the subframe and the steering knuckle. By connecting the ends of the tie rod to the subframe and the steering knuckle, the force exerted by the tie rod on the steering knuckle can control the change of the toe angle within a reasonable range, which is beneficial for improving the stability of the vehicle.

[0023] In a second aspect, some embodiments of the present application provide a vehicle comprising the chassis, body, and seats of the vehicle provided by any of the above technical solutions, wherein the body is connected to the subframe and shock absorber of the chassis, and the seats are connected to the body. Because the vehicle comprises the chassis provided by the above technical solutions, the chassis and body can be designed separately.

[0024] According to the vehicles provided in some embodiments of the present application, the projection of the connection between the shock absorber and the body is separated from the projection of the connection between the seat and the body in the vertical direction, which reduces the possibility of the connection between the shock absorber and the body affecting the seat layout, is conducive to realizing a sliding setting of the seat, and helps to improve the comfort of the driver and passengers.

[0025] 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.

[0026] According to some embodiments of the present application, the vehicle body and the shock absorber are detachably connected.

[0027] According to some embodiments of the present application, the vehicle body and the subframe are detachably connected.

[0028] The technical solutions provided by the embodiments of the present disclosure bring at least the following beneficial effects:

[0029] The present application provides a chassis of a vehicle, which includes a subframe and a suspension, the suspension including a first control arm, an elastic member, a steering knuckle, a second control arm, a tie rod and a shock absorber, the first control arm connects the subframe and the steering knuckle, the shock absorber is arranged tilted relative to the vertical direction, one end of the shock absorber is connected to the first connection point of the first control arm; the elastic member is arranged along the vertical direction of the vehicle, and one end thereof is connected to the second connection point of the first control arm; along the front-to-back direction of the vehicle, the shock absorber is arranged on the rear side of the second control arm and the tie rod; the first connection point is located on the rear side of the first control arm along the front-to-back direction of the vehicle, and the first connection point is rearward of the second connection point. In the above structure, since the shock absorber is arranged on the rear side of the second control arm and the tie rod, the first connection point is rearward of the second connection point and is located on the rear side of the first control arm along the front-rear direction of the vehicle, and the shock absorber is inclined, it can not only reduce the possibility of interference between the shock absorber and components in the suspension, but also reduce the height of the connection between the shock absorber and the first control arm, 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 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.

[0030] 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

[0031] 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.

[0032] Figure 1 A schematic structural diagram of a subframe and a suspension connected from one perspective provided in some embodiments of the present application;

[0033] 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.

[0034] In the accompanying drawings: 1. Subframe; 12. Longitudinal beam; 13. Cross beam; 14. Connecting bracket; 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. Tie rod; 27. Stabilizer bar; X, front and rear direction; Y, left and right direction; Z, vertical direction. DETAILED DESCRIPTION

[0035] 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.

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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, the suspension includes a first control arm, an elastic member, a steering knuckle, a second control arm, a tie rod and a shock absorber, the first control arm connects the subframe and the steering knuckle, the shock absorber is inclined relative to the vertical direction, and one end of the shock absorber is connected to the first connection point of the first control arm; the elastic member is arranged along the vertical direction of the vehicle, and one end thereof is connected to the second connection point of the first control arm; along the front-to-back direction of the vehicle, the shock absorber is arranged on the rear side of the second control arm and the tie rod; the first connection point is located on the rear side of the first control arm along the front-to-back direction of the vehicle, and the first connection point is rearward of the second connection point. In the above structure, since the shock absorber is arranged on the rear side of the second control arm and the tie rod, the first connection point is rearward of the second connection point and is located on the rear side of the first control arm along the front-rear direction of the vehicle, and the shock absorber is inclined, it can not only reduce the possibility of interference between the shock absorber and components in the suspension, but also reduce the height of the connection between the shock absorber and the first control arm, 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 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.

[0044] 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.

[0045] The following further describes the vehicle chassis and vehicle technical solutions provided in the specific implementation manner of this application.

[0046] 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, an elastic member, a steering knuckle, a second control arm, a tie rod and a shock absorber. The first control arm connects the subframe and the steering knuckle, and the shock absorber is tilted relative to the vertical direction, and one end of the shock absorber is connected to the first connection point of the first control arm; the elastic member is arranged along the vertical direction of the vehicle, and one end thereof is connected to the second connection point of the first control arm; along the front-to-back direction of the vehicle, the shock absorber is arranged on the rear side of the second control arm and the tie rod; the first connection point is located on the rear side of the first control arm along the front-to-back direction of the vehicle, and the first connection point is rearward of the second connection point.

[0047] 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.

[0048] 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.

[0049] 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 first control arm 21 where the elastic member 22 is connected. By connecting one end of the elastic member 22 to the second connection point of the first control arm 21 and the other end to the vehicle body, the elastic member 22 can be connected between the first control arm 21 and the vehicle body. This allows the force acting on the wheel to be transmitted to the first control arm 21, then buffered by the elastic member 22, and then transmitted to the subframe 1, thereby reducing the impact on the subframe 1.

[0050] The elastic member 22 is arranged along the vertical direction Z, which may mean that 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 through the first control arm 21, which is beneficial 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.

[0051] Exemplarily, the elastic member 22 can be a coil spring, one axial end of the coil spring itself is connected to the first control arm 21, 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 first control arm 21. Those skilled in the art can select the type of elastic member 22 according to actual conditions.

[0052] 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.

[0053] The second control arm 25 may be a component for providing control force to the steering knuckle 23 to keep the steering knuckle 23 stable. The toe rod 26 may be a component for mainly controlling the change of the toe angle of the wheel during the bouncing process.

[0054] In the vehicle front-rear direction X, the shock absorber 24 is disposed rearward of the second control arm 25 and the tie rod 26, and the first connection point is located rearward of the first control arm 21 in the vehicle front-rear direction X. This means that the shock absorber 24 is connected to the first control arm 21 of the suspension 2 from the rearward side in the vehicle front-rear direction X, so that the shock absorber 24 can be located rearward of, rather than above, the first control arm 21 in the vehicle front-rear direction X. By positioning the first connection point rearward of the second connection point, the shock absorber 24 is positioned more rearward. This not only reduces the possibility of interference between the shock absorber 24 and components of the suspension 2, making it less likely for the shock absorber 24 to interfere with 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, resulting in a lower height of the shock absorber 24 in the vertical direction Z.

[0055] By tilting the shock absorber 24 relative to the vertical direction Z, the height of the vehicle body connected to the upper side of the shock absorber 24 is lowered, which is beneficial for lowering the height of the chassis of the vehicle.

[0056] For example, the first control arm 21 is connected to the lower side of the steering knuckle 23 , so that the height of the first control arm 21 is relatively low, thereby facilitating a reduction in the height of the shock absorber 24 connected to the first control arm 21 .

[0057] In the above structure, one end of the elastic member 22 is connected to the first control arm 21, and the other end is used to connect to the upper body. This can cushion the impact transmitted from the steering knuckle 23 to the upper body through the first control arm 21. Since the shock absorber 24 is arranged behind the second control arm 25 and the tie rod 26, the first connection point is located behind the second connection point and is located behind the first control arm 21 along the vehicle front-to-back direction X. In addition, the inclined arrangement of the shock absorber 24 not only reduces the possibility of interference between the shock absorber 24 and components in the suspension 2, but also reduces the height of the connection between the shock absorber 24 and the first control arm 21. This makes the height of the shock absorber 24 lower in the vertical direction Z, resulting in a lower chassis height of the vehicle. This not only makes it easier to meet the rigidity requirements of the vehicle's overall 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.

[0058] In some embodiments, the first connection point and the second connection point are both closer to the steering knuckle 23 than to the subframe 1 .

[0059] By placing the first connection point where the shock absorber 24 is connected to the first control arm 21 and the second connection point where the elastic member 22 is connected to the first control arm 21 closer to the steering knuckle 23 than to the subframe 1, the first connection point and the second connection point are closer to the steering knuckle 23, so that the force acting on the steering knuckle 23 can be quickly and relatively directly transmitted to the shock absorber 24 and the elastic member 22, so that the steering knuckle 23 can be affected by the shock absorber 24 and the elastic member 22 in a timely manner.

[0060] In some embodiments, along the vertical direction Z, a projection of the shock absorber 24 is located behind a projection of the first control arm 21 in the vehicle front-rear direction X.

[0061] Along the vertical direction Z, the projection of the shock absorber 24 is located on the rear side of the projection of the first control arm 21 in the vehicle front-rear direction X. It can be that the projection of the shock absorber 24 is connected to the projection of the first control arm 21, and the projection of the shock absorber 24 is connected to the rear side of the projection of the first control arm 21 in the vehicle front-rear direction X. This can enable more parts of the shock absorber 24 to be located on the rear side of the first control arm 21, which is beneficial to further reduce the possibility of interference between the shock absorber 24 and the first control arm 21.

[0062] In some embodiments, the connection point between the shock absorber 24 and the first control arm 21 is lower than the steering knuckle 23 .

[0063] The connection between the shock absorber 24 and the first control arm 21 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, along the front-rear direction X of the vehicle, the steering knuckle 23 and the shock absorber 24 are spaced apart from each other.

[0065] The steering knuckle 23 and the shock absorber 24 are spaced apart along the front-rear direction X of the vehicle, which may mean that the steering knuckle 23 and the shock absorber 24 are spaced apart along the front-rear direction X of the vehicle and the steering knuckle 23 is located in front of the shock absorber 24, so that the shock absorber 24 can be connected to the first control arm 21 from the rear side of the steering knuckle 23, so that the connection between the shock absorber 24 and the first control arm 21 can avoid the steering knuckle 23 and be lower than the steering knuckle 23.

[0066] In some embodiments, the shock absorber 24 is tilted rearward in the front-rear direction X of the vehicle.

[0067] The shock absorber 24 tilts rearward along the longitudinal direction X of the vehicle, which may mean that the end of the shock absorber 24 close to the vehicle body is located behind the end close to the first control arm 21, so that the central axis of the shock absorber 24 tilts rearward along the longitudinal direction X of the vehicle.

[0068] By tilting the shock absorber 24 backward along the front-rear direction X of the vehicle, the connection between the shock absorber 24 and the vehicle body is positioned relatively rearward, which can avoid the seats installed on the vehicle body and provide space for the seats installed on the vehicle body, which is conducive to the sliding of the seats installed on the vehicle body along the front-rear direction X of the vehicle.

[0069] In some embodiments, the angle between the arrangement direction of the vibration absorber 24 and the vertical direction Z is A, and 20°≤A≤50°.

[0070] The angle between the arrangement direction of the shock absorber 24 and the vertical direction Z may refer to the angle between the central axis of the shock absorber 24 and the vertical direction Z. By setting the range of the angle A between the arrangement direction of the shock absorber 24 and the vertical direction Z to 20°≤A≤50°, the inclination of the shock absorber 24 relative to the vertical direction Z is made more reasonable. This allows the shock absorber 24 to not only support the vehicle body but also provide an appropriate vertical compression space to effectively absorb and attenuate the vertical force transmitted from the steering knuckle 23. This also helps to reduce the height of the shock absorber 24 in the vertical direction Z.

[0071] In some embodiments, the range of the angle A between the arrangement direction of the shock absorber 24 and the vertical direction Z is set to 30°≤A≤45°. For example, the angle A between the arrangement direction of the shock absorber 24 and the vertical direction Z can be set to 30°, 35° or 40°, so that the shock absorber 24 can not only support the vehicle body but also provide appropriate vertical compression space to better absorb and attenuate the force in the vertical direction Z transmitted from the steering knuckle 23, and it is also beneficial to reduce the height of the shock absorber 24 in the vertical direction Z.

[0072] In some embodiments, a support is protruded from the first control arm 21 , and the end of the shock absorber 24 close to the first control arm 21 is connected to the support.

[0073] The support can be a seat structure on the first control arm 21 that protrudes rearward along the vehicle's front-to-back direction X. By connecting the shock absorber 24 to the support near the end of the first control arm 21, the connection between the shock absorber 24 and the first control arm 21 is positioned relatively rearward, making it less likely to interfere with components of the rear suspension 2, thereby facilitating the suspension 2's cushioning and vibration reduction effects.

[0074] In some embodiments, the chassis of the vehicle further includes an elastic member 22 , one end of the elastic member 22 is connected to the first control arm 21 , and the other end is used to be connected to the vehicle body.

[0075] The elastic member 22 can be a device that can elastically deform when subjected to an external force. By connecting one end of the elastic member 22 to the first control arm 21 and the other end to the vehicle body, the elastic member 22 can be connected between the first control arm 21 and the vehicle body. This allows the force acting on the wheel to be transmitted to the first control arm 21, then buffered by the elastic member 22, and then transmitted to the subframe 1, thereby reducing the impact on the subframe 1.

[0076] Exemplarily, the elastic member 22 can be a coil spring, one axial end of the coil spring itself is connected to the first control arm 21, 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 first control arm 21. Those skilled in the art can select the type of elastic member 22 according to actual conditions.

[0077] In some embodiments, the suspension 2 further includes a stabilizer bar 27 connected to the subframe 1 and the first control arm 21 .

[0078] The stabilizer bar 27 is an elastic element in the suspension 2. It runs across the entire subframe 1 along the left-right direction Y of the vehicle and is mainly used to reduce excessive lateral roll caused by inertia when the vehicle turns, thereby maintaining a stable state of the vehicle body.

[0079] 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.

[0080] In some embodiments, along the front-rear direction X of the vehicle, the stabilizer bar 27 , the first control arm 21 , and the shock absorber 24 are sequentially arranged.

[0081] The stabilizer bar 27, the first control arm 21 and the shock absorber 24 are arranged in sequence along the front-to-back direction X of the vehicle, which may mean that along the front-to-back direction X of the vehicle, the stabilizer bar 27, the first control arm 21 and the shock absorber 24 are arranged in sequence from front to back, so that the various components are arranged neatly and the possibility of interference is reduced.

[0082] 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 .

[0083] 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 crossbeam 13 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.

[0084] 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.

[0085] In some embodiments, the second control arm 25 is located above the first control arm 21 , 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-to-rear direction X of the vehicle, the shock absorber 24 and the second control arm 25 are spaced apart.

[0086] The second control arm 25 can be a component for providing control force to the steering knuckle 23 to stabilize the steering knuckle 23. By providing the second control arm 25, with one end of the second control arm 25 connected to the subframe 1 and the other end connected to the steering knuckle 23, the steering knuckle 23 can be stabilized by the action of the second control arm 25, which is beneficial to improving the driving stability of the vehicle.

[0087] 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 on the rear side of the second control arm 25. This not only reduces the possibility of interference between the shock absorber 24 and the second control arm 25, but also provides room for the second control arm 25 to move, so that the suspension 2 can play a role in buffering and vibration reduction.

[0088] 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.

[0089] 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.

[0090] 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.

[0091] 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.

[0092] 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.

[0093] 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 front upper control arm 252, the first control arm 21, the rear upper control arm 253 and the shock absorber 24 are arranged in sequence; the elastic member 22 is arranged between the front upper control arm 252 and the rear upper control arm 253.

[0094] 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.

[0095] By arranging the front upper control arm 252, the first control arm 21, the rear upper control arm 253 and the shock absorber 24 in sequence, the front upper control arm 252, the first control arm 21, the rear upper control arm 253 and the shock absorber 24 are arranged in sequence along the front-to-back direction X of the vehicle. This not only makes it less likely for the front upper control arm 252, the first control arm 21, the elastic member 22, the rear upper control arm 253 and the shock absorber 24 to interfere with each other, but also provides space for movement for each component, so that each component can move in the space, and the suspension 2 can play a role in buffering and vibration reduction.

[0096] The front upper control arm 252, the rear upper control arm 253, and the first control arm 21 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.

[0097] The front upper control arm 252, the rear upper control arm 253 and the first control arm 21 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.

[0098] 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 .

[0099] In some embodiments, the subframe 1 includes two oppositely disposed longitudinal beams 12 and two oppositely disposed cross beams 13, wherein 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, and the end of the second control arm 25 away from the steering knuckle 23 is connected to the longitudinal beam 12.

[0100] 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.

[0101] 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 .

[0102] The first control arm 21 is connected to the junction of the longitudinal beam 12 and the cross beam 13. This may refer to the portion of the first control arm 21 closest to the subframe 1 being connected to the junction of the longitudinal beam 12 and the cross beam 13. This allows the forces acting on the wheels to be quickly transmitted through the first control arm 21 along the longitudinal beam 12 and the cross beam 13 throughout the subframe 1. By connecting the first control arm 21 to the junction of the longitudinal beam 12 and the cross beam 13 and the second control arm 25 to the longitudinal beam 12, the force-bearing performance of the subframe 1 is improved.

[0103] In some embodiments, a plurality of connecting seats 231 are provided on the steering knuckle 23 , and the end of the first control arm 21 away from the subframe 1 is connected to the steering knuckle 23 via the connecting seat 231 , and the end of the second control arm 25 away from the subframe 1 is connected to the steering knuckle 23 via the connecting seat 231 .

[0104] The connecting seat 231 may be a seat structure provided on the steering knuckle 23 for connecting to the first control arm 21 and the second control arm 25. By providing a plurality of connecting seats 231 protruding from 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, thereby enabling the first control arm 21 to be more securely connected to the steering knuckle 23. Furthermore, the end of the second control arm 25 away from the subframe 1 is connected to the connecting seat 231, thereby enabling the second control arm 25 to be more securely connected to the steering knuckle 23.

[0105] For example, the number of connection sockets 231 provided is the same as the total number of first control arms 21 and second control arms 25, and the control arms are connected to the connection sockets 231 in a one-to-one correspondence. In some embodiments, the number of connection sockets 231 provided may be less than the total number of first control arms 21 and second control arms 25, and at least two control arms are connected to the same connection socket 231.

[0106] The connection between the control arm and the subframe 1 and the steering knuckle 23 can be a movable connection, so that when the wheel can adapt to the bounce generated when moving on an uneven road, the suspension 2 can play a buffering and vibration reduction effect.

[0107] The control arm is rotatably connected to the subframe 1 and the steering knuckle 23, allowing the control arm to rotate to enable the suspension 2 to achieve cushioning and vibration reduction effects. For example, the control arm, the subframe 1, and the steering knuckle 23 may also be connected via a ball joint, allowing the control arm to better rotate relative to the subframe 1 and the steering knuckle 23, allowing the suspension 2 to more flexibly achieve cushioning and vibration reduction effects.

[0108] In some embodiments, both ends of the tie rod 26 are connected to the sub-frame 1 and the steering knuckle 23 respectively.

[0109] The toe bar 26 is the primary component that controls 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 the toe angle within a reasonable range, thereby improving vehicle stability.

[0110] For example, the tie rod 26 may be connected to the steering knuckle 23 via a connecting seat 231 , which is beneficial for improving the firmness of the connection between the tie rod 26 and the steering knuckle 23 .

[0111] Some embodiments of the present application also provide a vehicle, which includes the chassis, body and seats of the vehicle provided by the above technical solution, the body is connected to the subframe 1 and shock absorber 24 of the chassis, and the seat is connected to the body.

[0112] The seat is connected to the vehicle body, which may mean that the seat is movably connected to the floor of the vehicle body, so that the vehicle body can carry passengers. Since the vehicle includes the chassis of the vehicle provided by the above technical solution, the vehicle is conducive to separate design of the chassis and the body.

[0113] In some embodiments, along the vertical direction Z, a projection of a connection between the shock absorber 24 and the vehicle body is separated from a projection of a connection between the seat and the vehicle body.

[0114] The projection of the connection between the shock absorber 24 and the vehicle body in the vertical direction Z is separated from the projection of the connection between the seat and the vehicle body in the vertical direction Z. It can be that the projection of the connection between the shock absorber 24 and the vehicle body in the vertical direction Z is located behind the projection of the connection between the seat and the vehicle body in the vertical direction Z, so that the connection between the shock absorber 24 and the vehicle body can avoid the seat, reducing the possibility of the connection between the shock absorber 24 and the vehicle body affecting the seat arrangement, which is conducive to realizing the sliding setting of the seat and helps to improve the comfort of the driver and passengers.

[0115] 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.

[0116] By detachably connecting the vehicle body to the shock absorber 24, the shock absorber 24 can be easily removed from the vehicle body, which facilitates the separate design of the chassis and body of the vehicle. For example, the energy storage component includes a battery cell, and a plurality of battery cells can be provided. The plurality of battery cells can be connected in series, in parallel, or in a hybrid manner.

[0117] In some embodiments, the vehicle body and the subframe 1 are detachably connected.

[0118] 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.

[0119] Some embodiments of the present application provide a Figure 1 and Figure 2 The 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, 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, 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 used to be connected to the body of the vehicle; one end of the elastic member 22 is connected to the second connection point of the first control arm 21; the shock absorber 24 is inclined rearward along the front-rear direction X of the vehicle and the first connection point is located at the rear side of the front-rear direction X of the vehicle; the lashing rod 26 and the shock absorber 24 are respectively arranged on the front and rear sides of the steering knuckle 23 in the forward direction of the vehicle; one end of the second control arm 25 is connected to the subframe 1, and the other end is connected to the steering knuckle 23; the two second control arms 25 are arranged at intervals along the forward direction of the vehicle, and the elastic member 22 is arranged between the two second control arms 25. In the above structure, the shock absorber 24 is arranged on the rear side of the second control arm 25 and the tie rod 26, the first connection point is rearward of the second connection point and is located on the rear side of the first control arm 21 along the front-rear direction X of the vehicle, and the shock absorber 24 is inclined. This not only reduces the possibility of interference between the shock absorber 24 and components in the suspension 2, but also reduces the height of the connection between the shock absorber 24 and the first control arm 21, 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 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.

[0120] 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; The suspension includes a first control arm, an elastic member, a steering knuckle, a second control arm, a tie rod and a shock absorber, wherein the first control arm connects the subframe and the steering knuckle, the shock absorber is arranged at an angle relative to the vertical direction, and one end of the shock absorber is connected to the first connection point of the first control arm; the elastic member is arranged along the vertical direction of the vehicle, and one end thereof is connected to the second connection point of the first control arm; along the front-to-back direction of the vehicle, the shock absorber is arranged on the rear side of the second control arm and the tie rod; the first connection point is located on the rear side of the first control arm along the front-to-back direction of the vehicle, and the first connection point is rearward of the second connection point.

2. The vehicle chassis according to claim 1, characterized in that Compared to the subframe, the first connection point and the second connection point are both closer to the steering knuckle.

3. The chassis of a vehicle according to claim 1 or 2, characterized in that: In the vertical direction, a projection of the shock absorber is located rearward of a projection of the first control arm in the front-rear direction of the vehicle.

4. The vehicle chassis according to claim 1, characterized in that The steering knuckle and the shock absorber are spaced apart from each other in a front-rear direction of the vehicle.

5. The chassis of the vehicle according to claim 1, characterized in that The shock absorber is inclined rearward in a front-rear direction of the vehicle.

6. The chassis of the vehicle according to claim 1, characterized in that The angle between the arrangement direction of the shock absorber and the vertical direction is A, 20°≤A≤50°.

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

8. The vehicle chassis according to claim 1, characterized in that The chassis of the vehicle further comprises an elastic member, one end of which is connected to the first control arm, and the other end of which is used to be connected to the vehicle body.

9. The chassis of a vehicle according to claim 1, characterized in that The suspension further includes a stabilizer bar connected to the subframe and the first control arm.

10. The vehicle chassis according to claim 9, characterized in that: The stabilizer bar, the first control arm, and the shock absorber are sequentially arranged along a front-rear direction of the vehicle.

11. The vehicle chassis according to claim 9, 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.

12. The vehicle chassis according to claim 1, characterized in that The second control arm is located above the first control arm, one end of the second control arm is connected to the subframe, and the other end is connected to the steering knuckle. Along the front-to-rear direction of the vehicle, the shock absorber and the second control arm are spaced apart.

13. The vehicle chassis according to claim 12, 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.

14. The vehicle chassis according to claim 12, characterized in that The second control arm includes a front upper control arm and a rear upper control arm. Along the front-to-back direction of the vehicle, the front upper control arm, the first control arm, the rear upper control arm and the shock absorber are arranged in sequence; the elastic member is arranged between the front upper control arm and the rear upper control arm.

15. The vehicle chassis according to claim 12, characterized in that: The subframe includes two oppositely disposed longitudinal beams and two oppositely disposed transverse beams, wherein the longitudinal beams are connected between the two transverse beams; An end portion of the first control arm away from the steering knuckle is connected to a connection between the longitudinal beam and the cross beam, and an end portion of the second control arm away from the steering knuckle is connected to the longitudinal beam.

16. The vehicle chassis according to claim 12, 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, and the end of the second control arm away from the subframe is connected to the steering knuckle through the connecting seat.

17. The vehicle chassis according to claim 1, characterized in that Two ends of the tie rod are respectively connected to the sub-frame and the steering knuckle.

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

19. The vehicle according to claim 18, characterized in that In a vertical direction, a projection of a connection point between the shock absorber and the vehicle body is separated from a projection of a connection point between the seat and the vehicle body.

20. The vehicle according to claim 18 or 19, 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.

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

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

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