A vehicle frame, vehicle chassis and vehicle

Abstract

This utility model provides a vehicle frame, a vehicle chassis, and a vehicle, belonging to the field of vehicle technology. The vehicle chassis includes a frame, which includes parallel longitudinal beams arranged on both sides. An integrated independent suspension is mounted on each longitudinal beam. The integrated independent suspension includes an integrated bracket, an axle, an upper control arm and a lower control arm connecting the integrated bracket and the axle, and a spring assembly connecting the lower control arm and the integrated bracket. The integrated bracket is fixedly connected to the longitudinal beams, and a crossbeam is fixedly connected between the two longitudinal beams. The crossbeam has clearance grooves for avoiding a front-mounted engine or battery. The left and right ends of the crossbeam are simultaneously fixedly connected to the integrated brackets on the corresponding sides. This utility model enhances the frame rigidity at the integrated independent suspension location, thereby improving NVH problems, four-wheel alignment parameter variations, and tire wear issues caused by insufficient frame rigidity.

Description

Technical Field

[0001] This utility model relates to a vehicle frame, a vehicle chassis, and a vehicle, belonging to the field of vehicle technology. Background Technology

[0002] As the demand for passenger comfort gradually increases, front-engine buses are beginning to adopt independent suspension. For example, the double wishbone independent suspension structure disclosed in Chinese utility model patent with authorization announcement number CN220562494U includes a vehicle longitudinal beam, a subframe, and a suspension device. The suspension device includes an upper control arm and a lower control arm. The upper control arm is connected to the vehicle longitudinal beam through a first mounting bracket, and the lower control arm is connected to the subframe through a third mounting bracket. A shock absorber is connected to the lower control arm, and the upper end of the shock absorber is connected to the vehicle longitudinal beam through a shock absorber bracket.

[0003] The aforementioned independent suspension structure has many mounting interfaces with the vehicle frame. Furthermore, because the subframe is an integral frame structure that is connected to the lower control arms on both sides, the parts manufacturers that produce the suspension structure can only supply the subframe, shock absorbers, upper control arms, and lower control arms separately to the vehicle OEMs. This results in the OEMs needing to assemble a large number of parts and have a long assembly time when assembling the vehicle chassis.

[0004] In addition to the above-mentioned individual assembly methods for each mounting interface, Chinese invention patent application CN109606046A discloses an integrated independent suspension. This integrated independent suspension includes an upper control arm (i.e., an upper control arm), a lower control arm (i.e., a lower control arm), a spring assembly, and an integrated bracket. The integrated bracket is a curved, irregularly shaped plate frame. The inner end of the upper control arm is connected to the upper control arm interface on the integrated bracket, and the outer end is connected to the wheel-side assembly (steering knuckle in the axle). The inner end of the lower control arm is connected to the lower control arm interface on the integrated bracket, and the outer end is connected to the wheel-side assembly (steering knuckle in the axle). The lower end of the spring assembly is connected to the mounting interface on the lower control arm, and the upper end is connected to the spring mounting interface on the integrated bracket. The integrated bracket has mounting holes for connecting to the vehicle body (i.e., the frame longitudinal beam) to install the integrated independent suspension onto the frame longitudinal beam.

[0005] If the integrated bracket in CN109606046A is applied to CN220562494U, the integrated bracket, upper control arm, lower control arm, spring assembly, and axle can be assembled together in advance to form an integrated independent suspension before being supplied to the OEM. This solves the problem of long labor time for OEMs when assembling vehicle chassis. However, there is still a technical problem in CN220562494U. When the engine or battery is placed in a front-engine vehicle, the space between the left and right longitudinal beams of the frame will be occupied by the engine or battery. This makes it difficult to place a crossbeam between the left and right longitudinal beams at that location. When matching an independent suspension, it is easy to cause insufficient frame stiffness, which in turn causes NVH problems, changes in four-wheel alignment parameters, and tire wear problems. Utility Model Content

[0006] The purpose of this utility model is to provide a vehicle chassis to solve the problem of insufficient frame rigidity in the prior art when matching independent suspension; the purpose of this utility model is also to provide a frame and a vehicle to solve the above-mentioned problems.

[0007] To achieve the above objectives, the vehicle chassis of this utility model adopts the following technical solution: A vehicle chassis includes a frame, which includes longitudinal beams arranged in parallel left and right. An integrated independent suspension is mounted on each longitudinal beam. The integrated independent suspension includes an integrated bracket, an axle, an upper control arm and a lower control arm connected between the integrated bracket and the axle, and a spring assembly connected between the lower control arm and the integrated bracket. The integrated bracket is fixedly connected to the longitudinal beams, and a crossbeam is fixedly connected between the two longitudinal beams. The crossbeam is provided with a clearance groove for avoiding a front-mounted engine or battery. The left and right ends of the crossbeam are simultaneously fixedly connected to the integrated bracket on the corresponding side.

[0008] The beneficial effects of the above technical solution are as follows: This utility model is an improved invention. A crossbeam is fixedly connected between two longitudinal beams. The crossbeam is provided with a clearance groove for avoiding the front-mounted engine or battery, which facilitates the arrangement of the front-mounted engine or battery. Furthermore, the left and right ends of the crossbeam are simultaneously fixedly connected to the integrated brackets on the corresponding sides. This enhances the frame rigidity at the integrated independent suspension position, thereby improving NVH problems, four-wheel alignment parameter changes, and tire wear problems caused by insufficient frame rigidity.

[0009] Furthermore, the left and right ends of the crossbeam are respectively provided with upper connecting parts that fit against the inner side of the longitudinal beam and are simultaneously fixedly connected to the longitudinal beam and the integrated bracket by bolts.

[0010] Furthermore, the left and right ends of the crossbeam are respectively provided with lower connecting parts that are attached to the lower part of the integrated bracket and directly fixed by bolts. The lower connecting parts are located below the upper connecting parts.

[0011] Further, the corresponding mating surfaces of the lower connecting portion and the upper connecting portion at the same end of the cross beam are coplanar.

[0012] Further, the cross beam includes a cross beam main body and triangular reinforcing portions connected to the top surfaces of the left and right ends of the cross beam main body. The triangular reinforcing portions on both sides and the cross beam main body jointly enclose the avoidance groove.

[0013] Further, the longitudinal section of the cross beam main body is in the shape of a "work" character.

[0014] Further, at least two weight reduction holes are provided on the triangular reinforcing portion, and ribs are formed between adjacent weight reduction holes.

[0015] Further, the cross beam is an integrally formed cross beam by casting.

[0016] To achieve the above object, the vehicle in the present utility model adopts the following technical solution: A vehicle includes a chassis. The chassis includes a vehicle frame. The vehicle frame includes longitudinal beams arranged in parallel left and right. An integrated independent suspension is installed on each longitudinal beam. The integrated independent suspension includes an integrated bracket, an axle, an upper control arm and a lower control arm connected between the integrated bracket and the axle, and a spring assembly connected between the lower control arm and the integrated bracket. The integrated bracket is fixedly connected to the longitudinal beam. A cross beam is fixedly connected between the two longitudinal beams. An avoidance groove for avoiding a front-mounted engine or battery is provided on the cross beam. The left and right ends of the cross beam are simultaneously fixedly connected to the corresponding integrated brackets on the corresponding sides.

[0017] The beneficial effects of the above technical solution are as follows: The present utility model belongs to an improved invention. A cross beam is fixedly connected between two longitudinal beams. An avoidance groove for avoiding a front-mounted engine or battery is provided on the cross beam, which is convenient for the layout of the front-mounted engine or battery. And the left and right ends of the cross beam are simultaneously fixedly connected to the corresponding integrated brackets on the corresponding sides, so as to enhance the frame stiffness at the position of the integrated independent suspension, and further improve the NVH problem, the change of four-wheel alignment parameters and the tire wear problem caused by insufficient frame stiffness.

[0018] Further, upper connecting portions that are respectively provided at the left and right ends of the cross beam, are in contact with the inner side surfaces of the longitudinal beams, and are fixedly connected to the longitudinal beams and the integrated brackets by bolts at the same time are provided.

[0019] Further, lower connecting portions that are respectively provided at the left and right ends of the cross beam, are in contact with the lower portions of the integrated brackets, and are directly fixedly connected by bolts are provided. The lower connecting portions are located below the upper connecting portions.

[0020] Further, the corresponding mating surfaces of the lower connecting portion and the upper connecting portion at the same end of the cross beam are coplanar.

[0021] Further, the cross beam includes a cross beam main body and triangular reinforcing parts connected to the top surfaces of the left and right ends of the cross beam main body. The triangular reinforcing parts on both sides and the cross beam main body jointly enclose the avoidance groove.

[0022] Further, the longitudinal section of the cross beam main body is in an "I" shape.

[0023] Further, at least two weight-reducing holes are provided on the triangular reinforcing part, and ribs are formed between adjacent weight-reducing holes.

[0024] Further, the cross beam is an integrally cast cross beam.

[0025] To achieve the above object, the following technical solution is adopted for the vehicle frame in the present utility model: A vehicle frame includes longitudinal beams arranged in parallel left and right. An integrated bracket is installed on each longitudinal beam. The integrated bracket is provided with a fixing part for fixedly connecting with the longitudinal beam, an upper control arm mounting interface for mounting an upper control arm, a lower control arm mounting interface for mounting a lower control arm, and a spring assembly mounting interface for mounting a spring assembly. A cross beam is fixedly connected between the two longitudinal beams. An avoidance groove for avoiding a front-mounted engine or battery is provided on the cross beam. The left and right ends of the cross beam are simultaneously fixedly connected to the corresponding integrated brackets on the corresponding sides.

[0026] The beneficial effects of the above technical solution are as follows: The present utility model belongs to an improved invention. A cross beam is fixedly connected between the two longitudinal beams. An avoidance groove for avoiding a front-mounted engine or battery is provided on the cross beam, which is convenient for the layout of the front-mounted engine or battery. And the left and right ends of the cross beam are simultaneously fixedly connected to the corresponding integrated brackets on the corresponding sides, thus enhancing the frame stiffness at the position of the integrated independent suspension, and further being able to improve the NVH problems, the change of four-wheel alignment parameters and the tire wear problems caused by insufficient frame stiffness. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is a three-dimensional view of an embodiment of the vehicle chassis of the present utility model; Figure 2 is a partially enlarged view (one perspective) of the integrated independent suspension in the embodiment of the vehicle chassis of the present utility model; Figure 3 is a partially enlarged view (another perspective) of the integrated independent suspension in the embodiment of the vehicle chassis of the present utility model; Figure 4 is a three-dimensional view of the first cross beam in the embodiment of the vehicle chassis of the present utility model; Figure 5 is an assembly structure diagram (one perspective) of the integrated bracket, upper control arm, lower control arm, and spring assembly in the embodiment of the vehicle chassis of the present utility model; Figure 6This is an assembly structure diagram (another perspective) of the integrated bracket, upper control arm, lower control arm, and spring assembly in the vehicle chassis embodiment of this utility model. Figure 7 This is a perspective view (one view) of the integrated bracket in the vehicle chassis embodiment of this utility model. Figure 8 This is a perspective view (another perspective) of the integrated bracket in the vehicle chassis embodiment of this utility model.

[0028] In the diagram: 1. Frame; 1.1. Longitudinal beam; 1.2. First crossbeam; 1.2.1. Crossbeam body; 1.2.1.1. Upper flange; 1.2.1.2. Lower flange; 1.2.1.3. Web plate; 1.2.1.4. Second weight-reducing hole; 1.2.2. Connecting plate; 1.2.2.1. Upper boss; 1.2.2.2. Upper connecting hole; 1.2.2.3. Lower boss; 1.2.2 1.4. Lower connecting hole; 1.2.3. Triangular reinforcing part; 1.2.3.1. First weight reduction hole; 1.3. Second crossbeam; 2. Axle; 2.1. Steering knuckle; 3. Integrated bracket; 3.1. Vertical plate; 3.1.1. First boss; 3.1.2. First side bolt mounting hole; 3.1.3. Second side bolt mounting hole; 3.2. Horizontal plate; 3.2.1. Second boss; 3.2 3.2 Bottom bolt mounting holes; 3.3 Top plate; 3.3.1 Spring assembly mounting holes; 3.4 Side plate; 3.4.1 Hinge plate; 3.4.2 Hinge holes; 3.5 Fixing plate; 3.5.1 Third boss; 3.5.2 Fixing holes; 3.6 First raised structure; 3.7 Second raised structure; 3.8 Third raised structure; 3.9 Connecting edge; 4. Upper control arm; 4.1 First upper fork arm; 4.2 Second upper fork arm; 5. Lower control arm; 5.1 First lower fork arm; 5.2 Second lower fork arm; 6. Spring assembly; 7. Stabilizer bar; 8. Steering rod assembly; 8.1 Steering tie rod; 8.2 Steering rocker arm; 8.3 Side tie rod; 9. Mounting bracket; 10. Long bolt; 11. First side bolt; 12. Second side bolt; 13. Third side bolt. Detailed Implementation

[0029] In view of the technical problems existing in the prior art, the basic concept of this utility model is to fix a crossbeam between the two longitudinal beams of the integrated independent suspension, and the left and right ends of the crossbeam are simultaneously fixedly connected to the integrated brackets on the corresponding sides, thereby enhancing the frame rigidity at the integrated independent suspension position, and thus improving NVH problems, four-wheel alignment parameter changes and tire wear problems caused by insufficient frame rigidity.

[0030] The features and performance of this utility model will be further described in detail below with reference to the embodiments.

[0031] Embodiments of the vehicle chassis in this utility model: like Figure 1 As shown, the vehicle chassis includes a frame 1, which includes longitudinal beams 1.1 arranged in parallel on the left and right sides. Each longitudinal beam 1.1 is equipped with an integrated independent suspension. The integrated independent suspension is an independent suspension structure connected between the front wheel and the frame 1. The integrated independent suspensions connected to the front wheels on the left and right sides are symmetrical.

[0032] Combination Figure 2 and Figure 3 As shown, the integrated independent suspension includes an axle 2, an integrated bracket 3, an upper control arm 4 and a lower control arm 5 connected between the integrated bracket 3 and the axle 2, and a spring assembly 6 connected between the lower control arm 5 and the integrated bracket 3. The integrated bracket 3 is fixedly connected to the longitudinal beam 1.1, and the integrated bracket 3 is provided with a fixing part for fixed connection with the longitudinal beam 1.1, an upper control arm mounting interface for mounting the upper control arm 4, a lower control arm mounting interface for mounting the lower control arm 5, and a spring assembly mounting interface for mounting the spring assembly 6.

[0033] Combination Figure 1 , Figure 2 and Figure 3 As shown, a first crossbeam 1.2 is fixedly connected between the two longitudinal beams 1.1. The first crossbeam 1.2 is provided with a clearance groove to avoid the front-mounted engine or battery, so as to meet the arrangement of the front-mounted engine or battery. In addition, the left and right ends of the first crossbeam 1.2 are simultaneously fixedly connected to the integrated bracket 3 on the corresponding side. This enhances the frame rigidity at the integrated independent suspension position, thereby improving NVH problems, four-wheel alignment parameter changes and tire wear problems caused by insufficient frame rigidity.

[0034] Furthermore, the left and right ends of the first crossbeam 1.2 are respectively provided with upper connecting parts that fit against the inner side of the longitudinal beam 1.1 and are simultaneously fixedly connected to the longitudinal beam 1.1 and the integrated bracket 3 by the first side bolts 11. In this way, the three components can be fixedly connected by the first side bolts 11, making assembly more convenient.

[0035] Furthermore, the left and right ends of the first crossbeam 1.2 are respectively provided with lower connecting parts that are attached to the lower part of the integrated bracket 3 and directly fixedly connected by the third side bolt 13. The lower connecting parts are located below the upper connecting parts. In this way, there are connections between the integrated bracket 3 and the first crossbeam 1.2, between the integrated bracket 3 and the longitudinal beam 1.1, and between the integrated bracket 3 and the longitudinal beam 1.1 and the first crossbeam 1.2, which enhances the connection strength and can greatly improve the rigidity of the frame 1.

[0036] like Figure 4As shown, in this embodiment, the first crossbeam 1.2 is a cast, one-piece crossbeam. The strength, rigidity, and consistency of the casting are easily guaranteed, which can support the suspension performance and reduce tire wear. Of course, in other embodiments, other processes such as forging, steel plate welding, and bolting can also be used for forming.

[0037] Specifically, the first crossbeam 1.2 includes a crossbeam body 1.2.1, a connecting plate 1.2.2, and a triangular reinforcing part 1.2.3. The longitudinal section of the crossbeam body 1.2.1 is "I" shaped, including an upper flange 1.2.1.1, a lower flange 1.2.1.2, and a web 1.2.1.3 vertically connected between the upper flange 1.2.1.1 and the lower flange 1.2.1.2. Thus, the structural strength of the crossbeam body 1.2.1 is relatively high.

[0038] The main body of the crossbeam 1.2.1 has connecting plates 1.2.2 at its left and right ends, respectively. The connecting plates 1.2.2 are divided into upper and lower parts; the upper part constitutes the aforementioned upper connecting part, and the lower part constitutes the aforementioned lower connecting part. Specifically, the upper part has multiple upper bosses 1.2.2.1 on its side facing the inner side of the longitudinal beam 1.1. In this embodiment, there are four, but in other embodiments, six can also be provided. The end face of each upper boss 1.2.2.1 forms an upper contact surface that fits against the inner side of the longitudinal beam 1.1, facilitating the processing and forming of the upper contact surface and making it easier to ensure processing accuracy. Each upper boss 1.2.2.1 has an upper connecting hole 1.2.2.2 for the first side bolt 11 to pass through.

[0039] The lower portion of the crossbeam 1.1 has multiple lower bosses 1.2.2.3 on its inner side facing the longitudinal beam 1.1. In this embodiment, there are four bosses, but in other embodiments, six bosses may also be provided. The end face of each lower boss 1.2.2.3 forms a lower contact surface that fits against the lower part of the integrated bracket 3, which facilitates the processing and forming of the lower contact surface and makes it easier to ensure processing accuracy. The upper and lower contact surfaces at the same end of the first crossbeam 1.2 are coplanar, which allows the end faces of multiple lower bosses 1.2.2.3 and upper bosses 1.2.2.1 to be processed at the same time, facilitating manufacturing.

[0040] Each lower boss 1.2.2.3 is provided with a lower connecting hole 1.2.2.4, through which the third side bolt 13 passes. Bolts are used to connect the first crossbeam 1.2 to the longitudinal beam 1.1 and the integrated bracket 3, and to connect the first crossbeam 1.2 to the integrated bracket 3, facilitating installation and disassembly. Alternatively, in other embodiments, rivets can be used, or welding can be used to connect the first crossbeam 1.2 to the integrated bracket 3.

[0041] There are two triangular reinforcing parts 1.2.3, which are respectively connected between the top surfaces of the left and right ends of the main body of the crossbeam 1.2.1 and the connecting plates 1.2.2 on both sides. The triangular reinforcing parts 1.2.3 on both sides not only improve the structural strength of the first crossbeam 1.2, but also, together with the main body of the crossbeam 1.2.1, form the aforementioned clearance groove. Especially when using the casting molding method, the clearance groove is naturally formed, which is convenient for manufacturing. Furthermore, the middle part of the main body of the crossbeam 1.2.1 is slightly concave downward, that is, the main body of the crossbeam 1.2.1 does not extend straight. The triangular reinforcing parts 1.2.3 on both sides, together with the middle part of the main body of the crossbeam 1.2.1, form the clearance groove, ensuring that the clearance groove has sufficient depth.

[0042] Furthermore, at least two first weight-reducing holes 1.2.3.1 are provided on the triangular reinforcing part 1.2.3. In this embodiment, only two are provided, but in other embodiments, three may be provided depending on the size of the weight-reducing holes. Connecting ribs are formed between adjacent first weight-reducing holes 1.2.3.1 to ensure the structural strength of the triangular reinforcing part 1.2.3.

[0043] In addition, multiple second weight-reducing holes 1.2.1.4 are provided on the web plate 1.2.1.3 of the main body of the crossbeam 1.2.1. The second weight-reducing holes 1.2.1.4 and the first weight-reducing holes 1.2.3.1 reduce the weight of the first crossbeam 1.2 while ensuring the structural strength of the first crossbeam 1.2.

[0044] Combination Figure 2 , Figure 3 , Figure 5 and Figure 6 As shown, the axle 2 includes a steering knuckle 2.1, a wheel hub mounted on the steering knuckle 2.1, a brake disc connected to the wheel hub, and a brake caliper mounted on the steering knuckle 2.1. The wheel hub, brake disc, and brake caliper are not marked in the figure.

[0045] The upper control arm 4 is located above the lower control arm 5. The inner ends of the upper control arm 4 and the lower control arm 5 are connected to the integrated bracket 3, and the outer ends are connected to the steering knuckle 2.1 in the axle 2, respectively. The lower end of the spring assembly 6 is connected to the lower control arm 5, and the upper end is connected to the integrated bracket 3. The integrated bracket 3 is fixedly connected to the longitudinal beam 1.1. The integrated bracket 3 is actually a mounting seat. It cooperates with the axle 2 to assemble the upper control arm 4, the lower control arm 5, and the spring assembly 6 into a whole module. This allows the parts manufacturers that produce suspension structures to supply modular products to the OEMs that produce vehicles. As a result, when the OEM assembles the vehicle chassis, it can directly install the integrated independent suspension onto the longitudinal beam 1.1, eliminating the need for separate assembly operations between the upper control arm 4, the lower control arm 5, the spring assembly 6, and the vehicle frame, saving assembly time and improving assembly efficiency.

[0046] The upper control arm 4 includes two upper wishbones arranged front to back, namely the first upper wishbone 4.1 and the second upper wishbone 4.2. The spring assembly 6 is connected to the middle of the integrated bracket 3 in the front-rear direction, and the spring assembly 6 passes through the space between the two upper wishbones. The spring assembly 6 specifically includes an outer coil spring and an inner shock absorber, which can limit the upward swing of the upper control arm 4. Therefore, compared with the prior art, this utility model eliminates the limiter, which simplifies the integrated independent suspension. At the same time, the arrangement of the spring assembly 6 and the upper control arm 4 is more compact, which can save space in the front-rear direction, thereby reducing the front-rear width dimension of the integrated bracket 3 and reducing the weight of the integrated bracket 3.

[0047] The inner ends of the two upper control arms are respectively provided with hinge sleeves, the two hinge sleeves are coaxial and the axis extends in the front-rear direction to be hinged with the integrated bracket 3. The outer end of the upper control arm 4 is provided with a mounting sleeve with the opening facing downward, for mounting a ball joint to be ball-jointed with the upper support of the steering knuckle 2.1.

[0048] The lower control arm 5 includes two lower fork arms arranged front to back, namely the first lower fork arm 5.1 and the second lower fork arm 5.2, with hinge sleeves provided at the inner ends of the two lower fork arms. In this embodiment, only the first lower fork arm 5.1 is hinged to the integrated bracket 3, while the second lower fork arm 5.2 is located a considerable distance in front of the first lower fork arm 5.1. This is to avoid the steering tie rod 8.1 and steering rocker arm 8.2 in the steering rod assembly 8, and also to reduce the front-to-back width of the lower part of the integrated bracket 3, thereby reducing the size of the integrated bracket 3. The steering rocker arm 8.2 is rotatably mounted on the longitudinal beam 1.1, with one arm connected to the steering tie rod 8.1 and the other arm connected to the steering knuckle 2.1 via the side tie rod 8.3, for controlling the steering of the wheels.

[0049] A separate mounting bracket 9 is fixed on the longitudinal beam 1.1. The second lower fork arm 5.2 is hinged to the mounting bracket 9 through a hinge sleeve. Therefore, when installing the integrated independent suspension, in addition to fixing the integrated bracket 3 to the longitudinal beam 1.1, it is only necessary to connect the second lower fork arm 5.2 to the mounting bracket 9.

[0050] The lower control arm 5 is also equipped with a hinge sleeve that hinges to the lower end of the spring assembly 6 and a connecting sleeve that connects to the stabilizer bar 7. The connecting sleeve is located inside the hinge sleeve that hinges to the spring assembly 6. The left and right ends of the stabilizer bar 7 are respectively connected to the lower control arms 5 of the integrated independent suspension on the left and right sides. The stabilizer bar 7 is connected to the longitudinal beams 1.1 at the corresponding positions of the two longitudinal beams 1.1 through connecting seats. In addition, the outer end of the lower control arm 5 is equipped with a downward-facing mounting sleeve for mounting a ball joint to connect with the lower support angle of the steering knuckle 2.1 via a ball joint.

[0051] The two upper fork arms of the upper control arm 4 are respectively located on the front and rear sides of the integrated bracket 3. That is, the first upper fork arm 4.1 is located on the rear side of the integrated bracket 3, and the second upper fork arm 4.2 is located on the front side of the integrated bracket 3. The inner ends of the two upper fork arms respectively extend to the inner side of the integrated bracket 3, which is equivalent to being wrapped outside the integrated bracket 3. Further, the integrated bracket 3 has a side fitting surface for fitting with the outer side surface of the longitudinal beam 1.1. A first convex structure 3.6 is provided above the side fitting surface on the integrated bracket 3. The first convex structure 3.6 constitutes the upper control arm mounting interface. The inner ends of the two upper fork arms are both hinged to the first convex structure 3.6. After assembly, the inner ends of the two upper fork arms and the first convex structure 3.6 are both located above the longitudinal beam 1.1. This not only facilitates the hinging between the upper control arm 4 and the integrated bracket 3, but also ensures that the hinged components will not interfere with the spring assembly 6, and can also ensure that the upper control arm 4 has a sufficient up-and-down swing radius. [[ID=I]]

[0052] Specifically, in this embodiment, the integrated bracket 3 is integrally formed by casting, which can improve the stiffness of the suspension mounting point, reduce the risk of changes in four-wheel alignment and tire wear, and the mounting interfaces for mounting the upper control arm 4, the lower control arm 5 and the spring assembly 6 can be directly formed by casting, which is convenient for manufacturing. Of course, in other embodiments, the integrated bracket 3 can also be formed by other processes such as forging, steel plate welding, bolting, etc., and the purpose is to form an integral part with multiple integrated mounting interfaces.

[0053] Side bolt mounting holes for installing side bolts to fixedly connect with the longitudinal beam 1.1 are provided on the above-mentioned side fitting surface. Specifically, as Figure 7 and Figure 8 shown, the integrated bracket 3 includes a vertical plate 3.1, the thickness direction of which is the left-right direction. A first boss 3.1.1 is formed on the side surface of the vertical plate 3.1 facing the longitudinal beam 1.1. The first boss 3.1.1 includes a "mouth"-shaped boss body and extension platforms connected to the top end of the boss body and extending forward and backward respectively. The end face of the first boss 3.1.1 constitutes the above-mentioned side fitting surface, rather than the entire side surface of the vertical plate 3.1. The above-mentioned side bolt mounting holes are respectively provided at the four corners of the "mouth"-shaped boss body and the ends of the front and rear two extension platforms, so that the area of the side fitting surface can be minimized, which is easy to ensure the machining accuracy.

[0054] There are six side bolt mounting holes. The side bolt mounting holes located at the four corners of the "U"-shaped boss body are the first side bolt mounting holes 3.1.2, and the side bolt mounting holes located at the ends of the front and rear extension platforms are the second side bolt mounting holes 3.1.3. The first side bolt mounting hole 3.1.2 is a smooth hole. During installation, the first side bolt 11 passes through the upper connecting hole 1.2.2.2 on the first crossbeam 1.2, the longitudinal beam 1.1, and the first side bolt mounting hole 3.1.2 on the integrated bracket 3 before being connected to the nut. A liner can be added inside the through hole on the longitudinal beam 1.1 for the first side bolt 11 to reduce wear on the first side bolt 11 and improve the frame strength.

[0055] The integrated bracket 3 also includes a top plate 3.3 connected to the vertical plate 3.1 and side plates 3.4 connected to both the vertical plate 3.1 and the top plate 3.3. There are two side plates 3.4, located at the front and rear ends of the integrated bracket 3, respectively, with the thickness direction of the side plates 3.4 being the front-to-back direction. A first protrusion structure 3.6 is formed at the transition position between the top plate 3.3 and the vertical plate 3.1. Second protrusion structures 3.7 are formed between the front and rear extension platforms and the corresponding side plates 3.4. The second side bolt mounting hole 3.1.3 is a threaded hole machined on the second protrusion structure 3.7. Therefore, when installing the integrated bracket 3, the second side bolt 12 passes through the longitudinal beam 1.1 and directly engages with the threaded connection of the second side bolt mounting hole 3.1.3. A liner can also be added to the through hole on the longitudinal beam 1.1 for the second side bolt 12 to pass through, in order to reduce wear on the second side bolt 12 and improve the frame strength.

[0056] The six side bolt mounting holes not only ensure the strength of the fixed connection between the integrated bracket 3 and the longitudinal beam 1.1, but also the six holes are set in different ways: the four in the middle are smooth holes, the two at the front and back are threaded holes, and the second protruding structure 3.7 is only set on the front and back sides to avoid the integrated bracket 3 from being too thick and thus increasing the weight.

[0057] Two first protruding structures 3.6 are arranged at intervals along the front-to-back direction. Each first protruding structure 3.6 has a through hole that runs through it from front to back and is coaxial. Two upper fork arms are hinged to the integrated bracket 3 via a long bolt 10 that passes through both first protruding structures 3.6 and both upper fork arms. Bushings are fitted between the long bolt 10 and each of the two first protruding structures 3.6. This facilitates the assembly of the upper control arm 4 with the integrated bracket 3 and avoids excessive weight to the integrated bracket 3 if only one long first protruding structure 3.6 is used. Alternatively, in other embodiments, only one first protruding structure 3.6 may be used, positioned in the middle. In other embodiments, when there are two first protruding structures 3.6, the two upper fork arms can be connected to their respective first protruding structures 3.6 using bolts, instead of using a single long bolt.

[0058] Furthermore, the integrated bracket 3 also has a bottom contact surface for abutting the bottom surface of the longitudinal beam 1.1. The bottom contact surface is perpendicular to the side contact surfaces. This allows the two contact surfaces to restrict the upward and left / right movement of the integrated bracket 3 during installation, facilitating its positioning. The bottom contact surface is provided with bottom bolt mounting holes 3.2.2 for mounting bottom bolts to securely connect with the longitudinal beam 1.1. This further enhances the connection strength between the integrated bracket 3 and the longitudinal beam 1.1, ensuring that the connection strength between the integrated bracket 3 and the longitudinal beam 1.1 meets usage requirements even when the upper control arm 4 and spring assembly 6 are no longer individually connected to the frame but integrated onto the integrated bracket 3.

[0059] Specifically, in this embodiment, the integrated bracket 3 further includes a horizontal plate 3.2 connected to the vertical plate 3.1. Two second bosses 3.2.1, spaced apart front to back, are formed on the top surface of the horizontal plate 3.2. The upper surfaces of the two second bosses 3.2.1 constitute the aforementioned bottom contact surface, minimizing the area of ​​the bottom contact surface to ensure processing accuracy. Each second boss 3.2.1 is machined with a bottom bolt mounting hole 3.2.2. The bottom bolt mounting hole 3.2.2 is a smooth hole. During assembly, bolts are passed from bottom to top through the bottom bolt mounting hole 3.2.2 and the bottom wall of the longitudinal beam 1.1 (the cross-section of the longitudinal beam 1.1 is rectangular) and connected to nuts pre-fixed inside the bottom wall.

[0060] The top plate 3.3 is inclined, so the spring assembly 6 is also inclined. The top plate 3.3 has a central hole to avoid the upper end of the spring assembly 6, and four spring assembly mounting holes 3.3.1 are formed around the central hole to realize the installation and fixation of the spring assembly 6. The central hole and the spring assembly mounting holes 3.3.1 constitute the spring assembly mounting interface.

[0061] The bottom of the integrated bracket 3 is provided with two hinge plates 3.4.1. The hinge plates 3.4.1 are formed by the lower part of the side plate 3.4. Each hinge plate 3.4.1 is provided with a hinge hole 3.4.2. The end of the first lower fork arm 5.1 extends into the space between the two hinge plates 3.4.1 and is hinged to the two hinge plates 3.4.1 by bushings and bolts. The two hinge plates 3.4.1 constitute the lower control arm mounting interface.

[0062] Both hinge plates 3.4.1 are located below the longitudinal beam 1.1. The integrated bracket 3 also includes two fixing plates 3.5 connected to the horizontal plate 3.2 and the two hinge plates 3.4.1 respectively. The thickness direction of the fixing plates 3.5 is left-right. Each fixing plate 3.5 has two upper and lower third protrusions 3.5.1 formed on its inner surface facing the frame. Each third protrusion 3.5.1 has a fixing hole 3.5.2. Each fixing plate 3.5 and the corresponding hinge plate 3.4.1 have two upper and lower third protrusion structures 3.8 formed between them. The fixing hole 3.5.2 is a threaded hole machined on the third protrusion structure 3.8.

[0063] The end faces of the lower bosses 1.2.2.3 on the lower connecting parts at both ends of the first crossbeam 1.2 respectively fit against the end faces of the third bosses 3.5.1 on the left and right fixing plates 3.5, and are fixedly connected to the left and right fixing plates 3.5 by the third side bolts 13. That is, the third side bolts 13 pass through the first crossbeam 1.2 and are threadedly connected to the fixing holes 3.5.2. In this way, there are connections between the integrated bracket 3 and the first crossbeam 1.2, between the integrated bracket 3 and the longitudinal beam 1.1, and between the integrated bracket 3 and the longitudinal beam 1.1 and the first crossbeam 1.2, which greatly enhances the connection strength.

[0064] In addition, such as Figures 1-3 As shown, the frame 1 also includes a second crossbeam 1.3, which is located in front of the first crossbeam 1.2. In addition to enabling the hinge of the second lower fork 5.2, the mounting bracket 9 is also responsible for the fixed connection with the second crossbeam 1.3 to improve the rigidity of the frame.

[0065] In addition, such as Figure 7 and Figure 8 As shown, the integrated bracket 3 also includes a connecting edge 3.9 that connects to both the top plate 3.3 and the two side plates 3.4, ensuring a continuous connection between the two side plates 3.4 and guaranteeing the structural strength of the integrated bracket 3. In addition, weight-reducing holes are provided on the vertical plate 3.1, the horizontal plate 3.2, the top plate 3.3, and the side plates 3.4 to prevent the integrated bracket 3 from becoming too heavy.

[0066] In other embodiments of the vehicle chassis: neither the main body of the crossbeam nor the triangular reinforcement may have weight-reducing holes; the longitudinal section of the main body of the crossbeam may also be U-shaped or C-shaped.

[0067] In other embodiments of the vehicle chassis: the triangular reinforcements may no longer be provided on the top surfaces of the left and right ends of the main body of the crossbeam, and the middle part of the main body of the crossbeam is recessed downward to form an avoidance groove.

[0068] In other embodiments of the vehicle chassis: the upper and lower connecting parts at both ends of the crossbeam may no longer have protrusions, and the entire side is fitted with the longitudinal beam and the integrated bracket.

[0069] In other embodiments of the vehicle chassis: the corresponding mating surfaces of the lower and upper connecting parts at the same end of the crossbeam may not be coplanar. In this case, the outer surfaces of the connecting plates at both ends of the crossbeam are stepped, including two vertical surfaces and a horizontal surface connected between the two vertical surfaces. The upper vertical surface is mated and fixed to the inner surface of the longitudinal beam, the horizontal surface is mated to the bottom surface of the longitudinal beam, and the lower vertical surface is mated and fixed to the lower part of the integrated bracket. To ensure the fixing effect, the horizontal surface and the bottom surface of the longitudinal beam can also be fixedly connected, such as by bolt connection or welding.

[0070] In other embodiments of the vehicle chassis: even when the integrated bracket is fixed to both the outer side of the longitudinal beam and the bottom surface of the longitudinal beam, the crossbeam may not have a lower connecting part, but only an upper connecting part, which is simultaneously fixed to the longitudinal beam and the integrated bracket by bolts.

[0071] In other embodiments of the vehicle chassis: the crossbeam, longitudinal beam, and integrated bracket are no longer fixedly connected at the same time. For example, the end of the crossbeam can be set to a Z-shape so that there is a separate fixed connection between the crossbeam and the longitudinal beam, and there is also a separate fixed connection between the crossbeam and the integrated bracket.

[0072] The vehicle implementation method of this utility model is as follows: the vehicle includes a chassis, and the chassis implementation method is the same as that of the vehicle chassis described above, and will not be repeated here.

[0073] The implementation method of the frame in this utility model is as follows: The frame includes parallel longitudinal beams, each with an integrated bracket mounted on it. The integrated bracket has a fixing part for fixed connection with the longitudinal beam, an upper control arm mounting interface for mounting the upper control arm, a lower control arm mounting interface for mounting the lower control arm, and a spring assembly mounting interface for mounting the spring assembly. The characteristic is that a crossbeam is fixedly connected between the two longitudinal beams. The crossbeam has a clearance groove for avoiding the front-mounted engine or battery. The left and right ends of the crossbeam are simultaneously fixedly connected to the integrated bracket on the corresponding side.

[0074] In other words, compared to the aforementioned vehicle chassis implementation, the frame structure does not have a fully installed independent suspension. Apart from the main frame body, only integrated brackets are installed on the longitudinal beams. Since the integrated brackets integrate various mounting interfaces, components such as the upper control arm, lower control arm, spring assembly, and axle can be installed during vehicle chassis assembly. However, for the frame, since a crossbeam is fixedly connected between the two longitudinal beams, and the crossbeam is provided with clearance grooves to avoid the front-mounted engine or battery, it is convenient for the front-mounted engine or battery to be arranged. Furthermore, the left and right ends of the crossbeam are simultaneously fixedly connected to the integrated brackets on the corresponding sides. This enhances the frame rigidity at the integrated independent suspension location, thereby improving NVH problems, four-wheel alignment parameter changes, and tire wear problems caused by insufficient frame rigidity.

[0075] It should be noted that the structure of the crossbeam, the structure of the integrated bracket, and their installation methods are the same as those in the above-described vehicle chassis implementation method, and will not be repeated here.

[0076] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. The patent protection scope of the present utility model shall be determined by the claims. Similarly, any equivalent structural changes made based on the description and drawings of the present utility model shall also be included within the protection scope of the present utility model.

Claims

1. A vehicle chassis, comprising a frame, the frame including longitudinal beams arranged parallel to each other, each longitudinal beam having an integrated independent suspension mounted thereon, the integrated independent suspension including an integrated bracket, an axle, an upper control arm and a lower control arm connected between the integrated bracket and the axle, and a spring assembly connected between the lower control arm and the integrated bracket, the integrated bracket being fixedly connected to the longitudinal beams, characterized in that, A crossbeam is fixedly connected between two longitudinal beams. An avoidance groove for avoiding a front-mounted engine or battery is provided on the crossbeam. The left and right ends of the crossbeam are simultaneously fixedly connected to the integrated brackets on the corresponding sides.

2. The vehicle chassis of claim 1, wherein, Upper connecting parts are respectively provided at the left and right ends of the crossbeam, which are in contact with the inner side surfaces of the longitudinal beams and are fixedly connected to the longitudinal beams and the integrated brackets by bolts at the same time.

3. The vehicle chassis of claim 2, wherein, Lower connecting parts are respectively further provided at the left and right ends of the crossbeam, which are in contact with the lower parts of the integrated brackets and are directly fixedly connected by bolts. The lower connecting parts are located below the upper connecting parts.

4. The vehicle chassis of claim 3, wherein, The corresponding contact surfaces of the lower connecting part and the upper connecting part at the same end of the crossbeam are coplanar.

5. The vehicle chassis of any one of claims 1 to 4, wherein, The crossbeam includes a crossbeam main body and triangular strengthening parts connected to the top surfaces of the left and right ends of the crossbeam main body. The triangular strengthening parts on both sides and the crossbeam main body jointly enclose the avoidance groove.

6. The vehicle chassis of claim 5, wherein, The longitudinal section of the crossbeam main body is in an "I" shape.

7. The vehicle chassis of claim 5, wherein, At least two weight-reducing holes are provided on the triangular strengthening parts, and ribs are formed between adjacent weight-reducing holes.

8. The vehicle chassis of any one of claims 1 to 4, wherein, The crossbeam is an integrally formed crossbeam by casting.

9. A vehicle comprising a chassis, characterised in that, The vehicle chassis is the vehicle chassis according to any one of claims 1 to 8.

10. A vehicle frame comprising left and right longitudinal beams arranged in parallel, each of the longitudinal beams being provided with an integrated bracket, the integrated bracket being provided with a fixing portion for fixing connection with the longitudinal beam, an upper control arm mounting interface for mounting an upper control arm, a lower control arm mounting interface for mounting a lower control arm, and a spring assembly mounting interface for mounting a spring assembly, characterized in that, A crossbeam is fixedly connected between two longitudinal beams. An avoidance groove for avoiding a front-mounted engine or battery is provided on the crossbeam. The left and right ends of the crossbeam are simultaneously fixedly connected to the integrated brackets on the corresponding sides.

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