Chassis of vehicle and vehicle
By adjusting the position and connection method of the shock absorber in the vehicle chassis, the problem of difficulty in designing the chassis and body separately is solved, and a detachable connection and improved stability of the chassis and body are achieved.
Patent Information
- Application Number
- CN202422196774.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-06
- Publication Date
- 2025-09-19
- Estimated Expiration
- 2034-09-06
AI Technical Summary
In the existing technology, the chassis and body of a vehicle are connected as one, which makes it difficult to design them separately, resulting in limited R&D and design and a long cycle.
A vehicle chassis structure is designed, wherein a shock absorber is arranged in front of a second control arm and a tie rod, a first connection point is closer to the front of the second connection point, the height of the connection between the shock absorber and the first control arm is reduced, interference with suspension components is reduced, and a detachable connection is adapted to achieve separate design of the chassis and body.
The detachable connection between the chassis and the body is achieved, which reduces the overall height and rigidity requirements of the vehicle and improves the stability and design flexibility of the vehicle.
Smart Images
Figure CN223355704U_ABST
Abstract
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 connecting the subframe and the steering knuckle, one end of the shock absorber being connected to a first connection point of the first control arm; the elastic member being arranged along a vertical direction of the vehicle, one end of which being connected to a second connection point of the first control arm; the shock absorber being arranged at a front side of the second control arm and the tie rod along a front-rear direction of the vehicle; the first connection point being located at a front side of the first control arm along a front-rear direction of the vehicle, and the first connection point being closer to the second connection point.
[0006] In the above structure, since the shock absorber is arranged on the front side of the second control arm and the tie rod, the first connection point is closer to the second connection point and is located on the front side of the first control arm along the front-to-rear direction of the vehicle, it not only reduces the possibility of interference between the shock absorber and components in the suspension, but also reduces 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 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 conducive to the separate design of the chassis and body of the vehicle.
[0007] According to the chassis of the vehicle provided by some embodiments of the present application, along the vertical direction, the projection of the shock absorber is located in front of the projection of the first control arm in the front-rear direction of the vehicle.
[0008] According to the chassis of the vehicle provided in some embodiments of the present application, the connection between the shock absorber and the first control arm is lower than the steering knuckle, which can reduce the height of the shock absorber and thus the height of the vehicle body, so that the height of the chassis of the vehicle is lower. This 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.
[0009] According to the chassis of the vehicle provided in some embodiments of the present application, the connection between the shock absorber and the first control arm is located on the lower side of the outside of the first control arm, which is conducive to lowering the height of the first control arm, which can further reduce 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 first control arm is connected to the lower side of the steering knuckle, which helps to reduce the height of the first control arm, thereby further reducing the height of the shock absorber connected to the first control arm.
[0011] According to the chassis of the vehicle provided in some embodiments of the present application, the shock absorber is located on the front side of the steering knuckle along the front-to-back direction of the vehicle, so that the shock absorber can be connected to the first control arm from 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.
[0012] According to the chassis of the vehicle provided in some embodiments of the present application, a support is protruded from the first control arm, and the first connection point is set on the support, so that the connection between the shock absorber and the first control arm is relatively forward 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 chassis of the vehicle provided in some embodiments of the present application, the elastic member is arranged in the vertical direction.
[0014] 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.
[0015] According to the chassis of the vehicle provided in some embodiments of the present application, one end of the second control arm is connected to the longitudinal beam, and the other end is connected to the steering knuckle. The shock absorber and the second control arm are arranged at intervals along the front-to-rear direction of the vehicle, 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.
[0016] 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, which is used to avoid the vehicle body and can provide space for the arrangement of the vehicle body, which is beneficial 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.
[0017] 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. The front upper control arm, the first control arm, and the rear upper control arm are sequentially spaced apart along the vehicle's fore-aft direction. An elastic member is disposed between the front upper control arm and the rear upper control arm. In this structure, the second control arm not only better connects the subframe and the steering knuckle, thereby increasing the knuckle's stability, but also allows the elastic member to fully utilize space, making the suspension structure more compact and facilitating improved suspension space utilization.
[0018] 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 first control arm is connected to the connection between the longitudinal beam and the cross beam, and the second control arm 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 second control arm, which is beneficial to improving the force-bearing performance of the subframe.
[0019] 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.
[0020] 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, and the tie rod is located below the second control arm. 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 conducive to improving vehicle stability.
[0021] According to the chassis of the vehicle provided in some embodiments of the present application, the suspension further includes a stabilizer bar connected to the first control arm and the crossbeam.
[0022] According to the chassis of the vehicle provided in some embodiments of the present application, the shock absorber is arranged on the first side of the steering knuckle, and the stabilizing bar and the stabilizer bar are arranged on the second side of the steering knuckle. The first side and the second side are arranged relative to each other along the forward direction of the vehicle, so that the shock absorber and the stabilizing bar are respectively arranged on both sides of the steering knuckle, reducing the possibility of interference between the shock absorber and the stabilizing bar.
[0023] 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 crossbeam via the connecting bracket.
[0024] 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.
[0025] According to some embodiments of the present application, the vehicle chassis further includes an energy compartment, the energy compartment includes a frame and battery cells accommodated in the frame, and the subframe is connected to the frame.
[0026] 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.
[0027] 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.
[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 vehicle chassis, which 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. One end of the shock absorber is connected to a first connection point of the first control arm, and the other end is connected to the vehicle body. The elastic member is arranged in the vertical direction of the vehicle, and one end thereof is connected to the second connection point of the first control arm. The shock absorber is arranged in front of the second control arm and the tie rod in the front-to-back direction of the vehicle. The first connection point is located in front of the first control arm in the front-to-back direction of the vehicle, and the first connection point is closer to the second connection point. In the above structure, one end of the elastic member is connected to the first control arm, and the other end is used to connect to the upper body, which can cushion the impact transmitted from the steering knuckle through the first control arm to the upper body. Since the shock absorber is arranged on the front side of the second control arm and the tie rod, the first connection point is closer to the front of the second connection point and is located on the front side of the first control arm along the front-to-rear direction of the vehicle, not only can the possibility of interference between the shock absorber and components in the suspension be reduced, but also the height of the connection between the shock absorber and the first control arm is reduced, 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.
[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, 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, one end of which is connected to the second connection point of the first control arm, and the other end is connected to the body of the vehicle; along the front-to-back direction of the vehicle, the shock absorber is arranged in front of the second control arm and the tie rod; the first connection point is located in front of the first control arm along the front-to-back direction of the vehicle, and the first connection point is forward of the second connection point. In the above structure, since the shock absorber is arranged on the front side of the second control arm and the tie rod, the first connection point is closer to the second connection point and is located on the front side of the first control arm along the front-to-rear direction of the vehicle, it not only reduces the possibility of interference between the shock absorber and components in the suspension, but also reduces 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 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 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 chassis of the vehicle and the technical solution of the vehicle provided in the specific implementation manner of this application are further explained below.
[0046] Some embodiments of the present application provide a chassis of a vehicle, such as Figure 1 and Figure 2As 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 22, a steering knuckle 23, a second control arm 25, a tie rod 26 and a shock absorber 24. The first control arm 21 connects the subframe 1 and the steering knuckle 23, and one end of the shock absorber 24 is connected to the first connection point of the first control arm 21; the elastic member 22 is arranged along the vertical direction Z of the vehicle, and one end thereof is connected to the second connection point of the first control arm 21; along the front-to-back direction X of the vehicle, the shock absorber 24 is arranged in front of the second control arm 25 and the tie rod 26; the first connection point is located in front of the first control arm 21 along the front-to-back direction X of the vehicle, and the first connection point is in front 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] The shock absorber 24 is disposed forward of the second control arm 25 and the tie rod 26 in the vehicle front-to-back direction X, and the first connection point is located forward of the first control arm 21 in the vehicle front-to-back direction X. This means that the shock absorber 24 is connected to the first control arm 21 of the suspension 2 from the front in the vehicle front-to-back direction X, so that the shock absorber 24 is located forward of, rather than above, the first control arm 21 in the vehicle front-to-back direction X. By placing the first connection point forward of the second connection point, the shock absorber 24 is positioned more forward. This not only reduces the possibility of interference between the shock absorber 24 and components of the suspension 2, but also makes it less likely that the shock absorber 24 will interfere with the elastic member 22 when the steering knuckle 23 drives the first control arm 21 to move in the vertical direction Z. Furthermore, the height of the connection between the shock absorber 24 and the first control arm 21 is reduced, resulting in a lower height of the shock absorber 24 in the vertical direction Z.
[0055] 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, thereby buffering the impact transmitted from the steering knuckle 23 to the upper body through the first control arm 21. Because the shock absorber 24 is arranged on the front side of the second control arm 25 and the tie rod 26, with the first connection point closer to the second connection point and located on the front side of the first control arm 21 along the vehicle front-rear direction X, it 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, resulting in a lower height of the vehicle chassis. 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.
[0056] In some embodiments, along the vertical direction Z, the projection of the shock absorber 24 is located forward of the projection of the first control arm 21 in the vehicle front-rear direction X.
[0057] Along the vertical direction Z, the projection of the shock absorber 24 is located in front of the projection of the first control arm 21 in the vehicle 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 front 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 in front 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.
[0058] In some embodiments, the connection point between the shock absorber 24 and the first control arm 21 is lower than the steering knuckle 23 .
[0059] 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.
[0060] In some embodiments, the connection between the shock absorber 24 and the first control arm 21 is located at the lower side of the first control arm 21 .
[0061] The connection between the shock absorber 24 and the first control arm 21 is located on the outer lower side of the first control arm 21, which may mean that the shock absorber 24 is connected to the outer lower side of the first control arm 21 from the front side, which not only reduces the possibility of interference between the shock absorber 24 and components in the suspension 2, but also helps to further reduce the height of the shock absorber 24 connected to the first control arm 21.
[0062] In some embodiments, the first control arm 21 is connected to a lower side of the steering knuckle 23 .
[0063] The first control arm 21 is connected to the lower side of the steering knuckle 23, which means that the connection between the first control arm 21 and the steering knuckle 23 is located on the lower side of the steering knuckle 23, which is beneficial to lowering the height of the first control arm 21, thereby further lowering the height of the shock absorber 24 connected to the first control arm 21.
[0064] 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.
[0065] 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.
[0066] In some embodiments, a support is protruded from the first control arm 21 , and the first connection point is disposed on the support.
[0067] The support can be a seat structure on the first control arm 21 that protrudes forward along the vehicle's front-to-rear direction X. By arranging the second connection point on the support, the connection between the shock absorber 24 and the first control arm 21 is located on the support. This allows the support to extend the second connection point forward, placing it further forward and less likely to interfere with components of the rear suspension 2, thereby facilitating the suspension 2's cushioning and vibration reduction effects.
[0068] In some embodiments, the vibration absorber 24 is arranged to extend along the vertical direction Z.
[0069] 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.
[0070] In some embodiments, the leverage ratio of the shock absorber 24 is set to A, 0.5≤A≤0.8.
[0071] 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.
[0072] 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.
[0073] In some embodiments, one end of the second control arm 25 is connected to the subframe 1 , and the other end is connected to the steering knuckle 23 . Along the front-to-rear direction X of the vehicle, the shock absorber 24 and the second control arm 25 are spaced apart.
[0074] 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.
[0075] 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.
[0076] 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.
[0077] 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.
[0078] 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.
[0079] 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.
[0080] 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.
[0081] 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 and the rear upper control arm 253 are arranged in sequence; the elastic member 22 is arranged between the front upper control arm 252 and the rear upper control arm 253.
[0082] 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.
[0083] By arranging the front upper control arm 252, the first control arm 21, the elastic member 22 and the rear upper control arm 253 in sequence along the front-to-back direction X of the vehicle, the shock absorber 24, the front upper control arm 252, the first control arm 21, the elastic member 22 and the rear upper control arm 253 are arranged in sequence along the front-to-back direction X of the vehicle. This not only makes it difficult for the shock absorber 24, the front upper control arm 252, the first control arm 21, the elastic member 22 and the rear upper control arm 253 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.
[0084] The front upper control arm, the rear upper control arm and the first control arm 21 are connected to the steering knuckle 23 to jointly control the change of the camber angle of the wheel during the bouncing process and mainly bear the lateral force in the left and right direction Y and the longitudinal force in the front and rear direction X transmitted from the wheel.
[0085] The front upper control arm, the rear upper control arm 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.
[0086] 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 .
[0087] 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 first control arm 21 is connected to the connection between the longitudinal beam 12 and the cross beam 13 , and the second control arm 25 is connected to the longitudinal beam 12 .
[0088] 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.
[0089] 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 .
[0090] 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.
[0091] 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 .
[0092] 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.
[0093] 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.
[0094] 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.
[0095] 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.
[0096] In some embodiments, both ends of the tie rod 26 are connected to the sub-frame 1 and the steering knuckle 23 respectively, and the tie rod 26 is located below the second control arm 25 .
[0097] By connecting the two ends of the toe rod 26 to the subframe 1 and the steering knuckle 23 respectively, the force exerted by the toe rod 26 on the steering knuckle 23 can control the change of the toe angle to be within a reasonable range, which is beneficial to improving the stability of the vehicle.
[0098] 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 .
[0099] In some embodiments, reference Figure 2 The suspension 2 further includes a stabilizer bar 27 , which is connected to the first control arm 21 and the cross member 13 .
[0100] 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.
[0101] 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.
[0102] In some embodiments, the shock absorber 24 is disposed on a first side of the steering knuckle 23 , and the tether bar 26 and the stabilizer bar 27 are disposed on a second side of the steering knuckle 23 . The first side and the second side are disposed opposite to each other along the forward direction of the vehicle.
[0103] The first side and the second side may be two sides opposite each other along the vehicle's front-to-rear direction X, wherein the first side is located forward of the second side. By disposing the shock absorber 24 on the first side of the steering knuckle 23 and disposing the tether bar 26 and the stabilizer bar 27 on the second side of the steering knuckle 23, the shock absorber 24 and the tether bar 26 are disposed on both sides of the steering knuckle 23, respectively, thereby reducing the possibility of interference between the shock absorber 24 and the tether bar 26.
[0104] In some embodiments, the chassis of the vehicle further includes a connecting bracket 14 , and the stabilizer bar 27 is connected to the crossbeam 13 via the connecting bracket 14 .
[0105] 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.
[0106] 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.
[0107] 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.
[0108] 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.
[0109] In some embodiments, the chassis further includes an energy compartment, which includes a frame and battery cells accommodated in the frame, and the subframe 1 is connected to the frame.
[0110] The energy compartment may refer to the portion of the chassis that includes the battery cells. The battery cells in the energy compartment are located in a frame that protects the battery cells.
[0111] In some embodiments, the vehicle body and the shock absorber 24 are detachably connected.
[0112] 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.
[0113] In some embodiments, the vehicle body and the subframe 1 are detachably connected.
[0114] 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.
[0115] 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. 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 tether bar 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 control arm 21 and the other end is used to connect to the vehicle body. One end of the elastic member 22 is connected to the second connection point of the first control arm 21 and the other end is used to connect to the vehicle body. The first connection point is located in front of the first control arm 21 in the vehicle front-to-back direction X, and the first connection point is forward of the second connection point. The shock absorber 24 and the tether bar 26 are respectively arranged on the front and rear sides of the steering knuckle 23 in the vehicle's forward direction. The second control arm 25 has one end connected to the subframe 1 and the other end connected to the steering knuckle 23. The two second control arms 25 are spaced apart in the vehicle's forward direction, and the elastic member 22 is arranged between the two second control arms 25.
[0116] In the above structure, since the shock absorber 24 is arranged on the front side of the second control arm 25 and the tie rod 26, the first connection point is closer to the second connection point and is located on the front side of the first control arm 21 along the vehicle front-rear direction X, it can not only reduce the possibility of interference between the shock absorber 24 and the components in the suspension 2, but also reduce 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.
[0117] 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 is connected to the subframe and the steering knuckle, 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 in front of the second control arm and the tie rod; the first connection point is located in front of the first control arm along the front-to-back direction of the vehicle, and the first connection point is in front of the second connection point.
2. The vehicle chassis according to claim 1, characterized in that In the vertical direction, a projection of the shock absorber is located on the front side of a projection of the first control arm in the front-rear direction of the vehicle.
3. The chassis of a vehicle according to claim 1 or 2, characterized in that: A connection point between the shock absorber and the first control arm is lower than the steering knuckle.
4. The vehicle chassis according to claim 1, characterized in that A connection point between the shock absorber and the first control arm is located at a lower side of the first control arm.
5. The chassis of the vehicle according to claim 1, characterized in that The first control arm is connected to a lower side of the steering knuckle.
6. 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.
7. The vehicle chassis according to claim 1, characterized in that A support is protruded from 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 shock absorber is extended in a vertical direction.
9. The chassis of a vehicle according to claim 1, characterized in that The lever ratio of the shock absorber is set to A, 0.5≤A≤0.
8.
10. The vehicle chassis according to claim 1, characterized in that One end of the second control arm is connected to the subframe, and the other end is connected to the steering knuckle. Along the front-rear direction of the vehicle, the shock absorber and the second control arm are spaced apart.
11. The vehicle chassis according to claim 10, 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.
12. The chassis of a vehicle according to claim 10 or 11, 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 and the rear upper control arm are arranged in sequence; the elastic member is arranged between the front upper control arm and the rear upper control arm.
13. The vehicle chassis according to claim 10, 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; The first control arm is connected to a connection between the longitudinal beam and the cross beam, and the second control arm is connected to the longitudinal beam.
14. The vehicle chassis according to claim 10, 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.
15. The vehicle chassis according to claim 13, characterized in that Two ends of the tie rod are respectively connected to the sub-frame and the steering knuckle, and the tie rod is located below the second control arm.
16. The vehicle chassis according to claim 15, characterized in that The suspension further includes a stabilizer bar connected to the first control arm and the subframe.
17. The vehicle chassis according to claim 16, characterized in that The shock absorber is arranged on a first side of the steering knuckle, the tie rod and the stabilizer bar are arranged on a second side of the steering knuckle, and the first side and the second side are arranged opposite to each other along a forward direction of the vehicle.
18. The chassis of a vehicle according to claim 16 or 17, characterized in that The chassis of the vehicle further comprises a connecting bracket, and the stabilizer bar is connected to the crossbeam via the connecting bracket.
19. A vehicle, characterized in that: include: The chassis of a vehicle according to any one of claims 1 to 18; The vehicle body is connected to a subframe and a shock absorber of the chassis.
20. The vehicle according to claim 19, characterized in that The chassis further includes an energy compartment including a frame and battery cells accommodated in the frame, and the subframe is connected to the frame.
21. The vehicle according to claim 19 or 20, characterized in that The vehicle body is detachably connected to the shock absorber.
22. The vehicle according to claim 19, wherein: The vehicle body is detachably connected to the subframe.