Vehicle frame, chassis and vehicle

Abstract

Provided in the present application are a vehicle frame, a chassis and a vehicle. The vehicle frame comprises: two longitudinal beams, which are spaced apart from each other; a cross beam, which is connected to the two longitudinal beams; and a plurality of connecting structures, which are configured to mate with and be connected to a suspension of a vehicle, wherein the longitudinal beams and the cross beam are each provided with the connecting structure, and the longitudinal beams and the cross beam are connected to the suspension by means of the corresponding connecting structures. By means of providing the cross beam connected to the two longitudinal beams and providing the connecting structures on the longitudinal beams and the cross beam respectively for connection with the suspension, no auxiliary frame needs to be provided, thereby reducing the weight and decreasing the cost of the vehicle frame, and the primary attenuation of the auxiliary frame can also be reduced, thus improving the stability of operation.

Description

Frame, chassis and vehicle

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on August 28, 2023, with application number 202311088489.8 and invention name “Frame, Chassis and Vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application belongs to the field of vehicle technology, and more specifically, relates to a frame, a chassis and a vehicle. Background Art

[0003] Vehicles are commonly used as a means of transportation. Their chassis typically consists of a frame and wheels. Currently, wheels are often mounted on a subframe via a suspension, which is then mounted on the frame, and the wheels are then mounted on the frame. However, using a subframe significantly increases vehicle weight, costs, and takes up chassis space.

[0004] Summary of the Invention

[0005] The purpose of the embodiments of the present application is to provide a frame, a chassis and a vehicle to solve the problem in the related art that the vehicle needs to use a subframe, which is heavy and costly.

[0006] In a first aspect, an embodiment of the present application provides a vehicle frame, comprising:

[0007] Two longitudinal beams, the two longitudinal beams are set at intervals;

[0008] A crossbeam, connecting two longitudinal beams;

[0009] A plurality of connecting structures for cooperating with the suspension of the vehicle;

[0010] The longitudinal beam and the cross beam are respectively provided with a connecting structure, the connecting structure on the longitudinal beam and the connecting structure on the cross beam are arranged at intervals, and the longitudinal beam and the cross beam are connected to the suspension through the corresponding connecting structures.

[0011] In the technical solution of the embodiment of the present application, a crossbeam is provided to connect the two longitudinal beams, and connecting structures are respectively provided on the longitudinal beam and the crossbeam to connect the suspension. There is no need to provide a subframe, so as to reduce weight and reduce frame costs. It can also reduce the primary attenuation of the subframe and improve operational stability.

[0012] In some embodiments, the cross beam includes two extending portions extending downward from the two longitudinal beams respectively in the height direction and a transverse portion connecting the two extending portions, and each extending portion is connected to a corresponding longitudinal beam.

[0013] The crossbeam is provided with an extension portion so as to cooperate with the longitudinal beam to set a connection structure, thereby stably supporting the suspension and reducing the weight of the frame.

[0014] In some embodiments, the lateral portion is integrally formed with the extension portion.

[0015] The transverse portion and the extension portion are integrally formed so that the crossbeam has good structural strength, thereby improving the structural strength of the frame.

[0016] In some embodiments, the width of the extension portion is gradually reduced from the longitudinal beam to the transverse portion.

[0017] Setting the width of the extension portion to be gradually reduced can provide the crossbeam with good structural strength and reduce weight.

[0018] In some embodiments, a connecting structure is provided on a side of the extension portion away from the longitudinal beam.

[0019] A connecting structure is provided at one end of the extension away from the longitudinal beam, so that the length of the extension can be set to be consistent with the length required for supporting the suspension, thereby reducing the size of the extension and further reducing the weight of the crossbeam.

[0020] In some embodiments, connecting structures are respectively provided on opposite sides of the longitudinal beam.

[0021] Connecting structures are provided on opposite sides of the longitudinal beam to more stably support the suspension.

[0022] In some embodiments, a groove is provided on the bottom surface of the crossbeam so that the cross section of the crossbeam is U-shaped.

[0023] Using a crossbeam with a U-shaped cross section can further reduce the weight of the crossbeam, thereby reducing the weight of the frame and reducing costs.

[0024] In some embodiments, a reinforcing rib is provided in the groove.

[0025] Reinforcement ribs are provided in the grooves of the crossbeam to enhance the structural strength of the crossbeam, thereby giving the frame good structural strength.

[0026] In some embodiments, the vehicle frame further includes a tower mount for connecting a shock absorber, wherein the tower mount is mounted on the longitudinal beam.

[0027] A tower mount is provided to connect the shock absorber, eliminating the need for a subframe to support the shock absorber and improving the shock absorption performance of the suspension.

[0028] In some embodiments, the vehicle frame further includes supports adapted to support each connecting structure, and the supports are fixed to the longitudinal beams and the transverse beams.

[0029] By setting a support and setting a connecting structure on the support, it is convenient to set up the connecting structure, and it is convenient to fix the connecting structure on the longitudinal beam and the cross beam. The support can also be adapted according to the shape of the longitudinal beam and the cross beam to adapt to the frames of different models.

[0030] In some embodiments, at least one connecting structure includes two support plates spaced apart from each other, each support plate having an opening for a support shaft of a support bushing to pass through, and a receiving space for receiving the bushing formed between the two support plates, the bushing being used to connect to the suspension;

[0031] And / or, at least one connecting structure includes a support seat, the support seat is provided with a receiving hole for receiving a bushing, and the bushing is used to connect to the suspension;

[0032] And / or, at least one connecting structure includes a support block, the support block is provided with a through hole for the bushing to pass through, the bushing is installed in the through hole, and the bushing is used to connect to the suspension.

[0033] Two support plates are used to support the support shaft of the bushing to stably support the bushing so that the bushing stably supports the suspension.

[0034] An accommodating hole is provided on the support seat for installing the bushing, which can facilitate the installation and fixation of the bushing, and then connect one end of the bushing to the suspension.

[0035] A support block with a through hole is set on the bushing to support the bushing, so as to facilitate connecting the two ends of the bushing with the suspension, so that the bushing can stably support the suspension.

[0036] In a second aspect, an embodiment of the present application provides a chassis comprising a frame as described in any of the above embodiments.

[0037] The chassis of the embodiment of the present application uses the frame of the above embodiment, which can omit the subframe, resulting in a simple structure, lighter weight, lower cost, and good connection to the suspension.

[0038] In some embodiments, the chassis further includes a suspension connected to the connecting structure.

[0039] The suspension is provided to connect the wheels, making it easier for the chassis to be assembled and used.

[0040] In some embodiments, the suspension includes a plurality of links, one end of the link is connected to the connecting structure, and the other end of the link is used to connect to the steering knuckle.

[0041] The suspension formed by using multiple links has a simple structure and low cost.

[0042] In some embodiments, both ends of the connecting rod are connected to the steering knuckle and the corresponding connecting structure through bushings.

[0043] Bushings are used at both ends of the connecting rod to connect the steering knuckle and the connecting structure, which not only makes the connection convenient but also has a good vibration reduction effect.

[0044] In some embodiments, the chassis also includes a shock absorber, and the multiple connecting rods include a bottom rod and side rods arranged on both sides of the bottom rod, the bottom rod connects the lower side of the steering knuckle and the crossbeam, and the bottom rod is provided with a support portion that supports the shock absorber.

[0045] The provision of shock absorbers can enhance the shock absorbing effect of the frame on the suspension, thereby enhancing the shock absorbing effect of the chassis, and a support portion is provided on the bottom bar to stably support the shock absorber.

[0046] In a third aspect, an embodiment of the present application provides a vehicle, comprising a frame as described in any of the above embodiments; or, comprising a chassis as described in any of the above embodiments.

[0047] 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

[0048] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments or exemplary technical descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0049] FIG1 is a schematic structural diagram of a vehicle according to some embodiments of the present application;

[0050] FIG2 is a schematic structural diagram of a chassis in some embodiments of the present application;

[0051] FIG3 is a schematic diagram of a structure of a suspension mounted on a vehicle frame according to some embodiments of the present application;

[0052] FIG4 is an enlarged structural diagram of the connection portion between the suspension and the vehicle frame in FIG3 ;

[0053] FIG5 is a schematic structural diagram of a vehicle frame connected to a suspension according to some embodiments of the present application;

[0054] FIG6 is an enlarged structural diagram of the connection portion between the suspension and the vehicle frame in FIG5 ;

[0055] FIG7 is a schematic structural diagram of a frame at one angle according to some embodiments of the present application;

[0056] FIG8 is a schematic structural diagram of a frame from another angle according to some embodiments of the present application;

[0057] FIG9 is a schematic structural diagram of a steering knuckle according to some embodiments of the present application;

[0058] FIG10 is a schematic structural diagram of a vehicle frame according to some other embodiments of the present application.

[0059] Among them, the main markings in the figures are: 1000-vehicle; 100-body; 200-chassis; 21-wheel; 22-steering knuckle; 23-bushing; 24-support shaft; 30-frame; 31-longitudinal beam; 32-cross beam; 321-extension portion; 322-transverse portion; 323-groove; 324-reinforcement rib; 33-tower seat; 34-shock absorber; 40-suspension; 401-connecting rod; 41-bottom rod; 411-support portion; 42-side rod; 50-connecting structure; 51-support plate; 511-opening; 510-accommodation space; 52-support seat; 53-support block; 531-through hole. DETAILED DESCRIPTION

[0060] In order to make the technical problems, technical solutions and beneficial effects to be solved by this application more clearly understood, this application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0061] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned figure descriptions are intended to cover non-exclusive inclusions.

[0062] In the description of the embodiments of this application, the technical terms "first," "second," etc., are used solely to distinguish between different objects and should not be understood to indicate or imply relative importance, or to implicitly specify the quantity, specific order, or primary-secondary relationship of the technical features indicated. Therefore, a feature designated "first" or "second" may explicitly or implicitly include one or more of such features.

[0063] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments in any suitable manner.

[0064] In the description of the embodiments of this application, the term "and / or" is simply a description of the association relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent the following three situations: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this document generally indicates that the associated objects are in an "or" relationship.

[0065] In the description of the embodiments of this application, the term "plurality" refers to two or more (including two). Similarly, "multiple groups" refers to two or more (including two groups), and "multiple sheets" refers to two or more (including two sheets). "Several" means one or more, unless otherwise specifically defined.

[0066] 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 referred device or element 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.

[0067] 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.

[0068] In the description of the embodiments of the present application, unless otherwise expressly specified or limited, when an element is referred to as being “fixed to” or “disposed on” another element, it may be directly on the other element or indirectly on the other element. When an element is referred to as being “connected to” another element, it may be directly connected to the other element or indirectly connected to the other element.

[0069] In the description of the embodiments of this application, unless otherwise specified or limited, the technical term "adjacent" refers to proximity in position. For example, if there are three components A1, A2, and B, and the distance between A1 and B is greater than the distance between A2 and B, then A2 is closer to B than A1, that is, A2 is adjacent to B, or B is adjacent to A2. For another example, when there are multiple components C, the multiple components C are C1, C2, ..., C N , when one of the C components, such as C2, is closer to the B component than other C components, then B is adjacent to C2, or it can be said that C2 is adjacent to B.

[0070] Vehicles are common means of transportation, and their material usage directly impacts their cost and weight. Vehicle weight, in turn, is directly related to energy consumption: the heavier the vehicle, the more energy it consumes while driving. This is especially true for new energy vehicles, which often require a large number of batteries. These batteries are typically heavy and take up significant space on the chassis, making reducing vehicle weight and chassis space particularly important.

[0071] A vehicle generally consists of a chassis and a body, which is mounted on and supported by the chassis. The chassis includes the transmission, running gear, steering, and braking systems. It supports and mounts the engine or electric motor, along with its components and assemblies, forming the vehicle's overall shape and absorbing the power of the engine or electric motor to ensure normal vehicle operation.

[0072] The drive train primarily consists of the clutch, transmission, drive shaft, and drive axle. The clutch smoothly connects or temporarily disconnects the engine's power from the transmission, facilitating operations like starting, stopping, and shifting. The transmission is the part of the vehicle that changes speed and output torque. The drive shaft is the shaft that transmits rotational power. The drive axle, located at the end of the drive train, converts the speed and torque from the transmission and transmits them to the drive wheels.

[0073] The running system, consisting of the frame, axles, suspension, and wheels, supports the vehicle's mass and ensures smooth driving. The running system also includes shock-absorbing structures, such as leaf springs and shock absorbers. Leaf springs maintain elastic contact between the frame and body and the wheels or axles. Shock absorbers mitigate vibrations when the vehicle is subjected to shock. When the running system includes shock absorbers and leaf springs, they are generally used in parallel. The frame, also known as the main beam, is a framework structure that spans the front and rear axles of a vehicle and serves as the vehicle's foundation. It is typically assembled from two longitudinal beams and several transverse beams, supported by the wheels via the suspension system, front axle, and rear axle.

[0074] The frame has sufficient strength and rigidity to withstand the vehicle's load and the impact from the wheels. Its function is to support and connect the vehicle's various assemblies, maintaining their relative position and bearing various internal and external loads. The device by which the body of a locomotive or vehicle is elastically supported on the axlebox, sideframe, or equalizer beam is referred to as the spring device or suspension system.

[0075] The axle (also called the axle) is connected to the vehicle frame via the suspension, with wheels mounted at both ends. Vertical loads acting on the frame are transmitted to the wheels via the axle. Rolling resistance, driving force, braking force, lateral force, and bending and torque on the wheels are then transmitted to the suspension and frame via the axle. Therefore, the axle's function is to transmit the various forces acting between the frame and wheels, as well as the resulting bending and torque.

[0076] The front axle is often a driven axle, also known as a steering axle. It is typically located at the front of the vehicle, hence the name. It connects to the steering system via the steering knuckle. It transmits steering force from the steering gear to the wheels, enabling the vehicle to steer. It not only supports the sprung mass at the front of the vehicle and bears vertical loads, but also withstands various longitudinal and lateral forces and associated moments.

[0077] The rear axle refers to the rear driveshaft component of a vehicle's power transmission. It typically consists of two half-axles, which implement half-axle differential motion. The rear axle is used to support the wheels and connect the rear wheels. If the vehicle is front-axle driven, the rear axle is a trailing axle, serving only as a load-bearing axle. If the front axle is not a driving axle, then the rear axle is. In this case, the rear axle not only carries the load, but also provides driving, deceleration, and differential functions. Four-wheel drive vehicles typically have a transfer case in front of the rear axle. The transfer case is a gear drive system whose input shaft is connected to the second shaft of the transmission directly or through a universal joint. There are multiple output shafts, each connected to each drive axle via a universal joint.

[0078] Suspension is the general term for all force-transmitting connection devices between the car's frame (or load-bearing body) and the axle (or wheel). Its function is to transmit the force and torque acting between the wheel and the frame, and to cushion the impact force transmitted to the frame or body by uneven roads, and reduce the vibration caused thereby, so that the car can run smoothly.

[0079] The steering system, consisting of the steering wheel, steering gear, steering knuckle, knuckle arm, tie rods, and straight tie rods, is responsible for steering. The steering wheel is a wheel-shaped device that controls the direction of travel. The steering gear converts the steering torque and steering angle from the steering wheel (e.g., by reducing speed and increasing torque) and outputs this to the tie rods, thereby steering the vehicle. Therefore, the steering system is essentially a reduction gear. The steering knuckle is the hinge that controls wheel steering and is typically fork-shaped. The center of the knuckle is connected to the wheel, and the perimeter of the knuckle is generally connected to the suspension. The knuckle arm, also called a trapezoidal arm, is the final force-transmitting component of the steering transmission. The knuckle arm is mounted on the left and right steering knuckles, with the other end connected to the tie rod by a ball pin.

[0080] The tie rod is the connector that connects the two rear wheels of a car. It connects the left and right steering arms, synchronizing the two wheels and adjusting the toe, ensuring safe driving. The tie rod and the tie rod are two key components of a car's steering system. The tie rod connects the steering gear arm and the left arm of the steering knuckle, transferring the steering gear's power to the steering knuckle to control the wheels. The tie rod connects the left and right steering arms.

[0081] The braking system is the structure of the vehicle's braking part. The braking performance of a motor vehicle refers to the effectiveness of the vehicle in forcing it to stop in the shortest possible time.

[0082] During the chassis assembly process, a subframe is often installed to support the suspension. The subframe isn't a complete vehicle frame; it simply supports the front and rear axles and suspension, connecting them to the main frame. It's commonly referred to as the "subframe." The use of a subframe significantly increases chassis weight, increasing costs, and taking up significant space.

[0083] Based on the above considerations, in order to solve the problems of heavy weight, high cost and large space occupied by the use of a subframe in a vehicle, an embodiment of the present application provides a frame. By respectively setting connecting structures on the longitudinal beam and the cross beam to adapt to the connection of the suspension, the subframe can be omitted, thereby greatly reducing the weight of the manufactured vehicle, and also saving the space on the chassis occupied by the use of the subframe, thereby improving the integration.

[0084] The vehicle frame disclosed in the embodiments of the present application can be used as a chassis of a vehicle or can be directly mounted on the body of the vehicle. The vehicle can be a pure electric vehicle, a fuel vehicle, an electric-fuel hybrid vehicle, etc.

[0085] Please refer to Figure 1, which is a schematic diagram of the structure of a vehicle 1000 provided in an embodiment of the present application. Vehicle 1000 can be a fuel vehicle, a gas vehicle, or a new energy vehicle. The new energy vehicle can be a pure electric vehicle, a hybrid vehicle, or an extended-range vehicle.

[0086] In some embodiments, vehicle 1000 includes a chassis 200 and a body 100. Body 100 is mounted on and supported by chassis 200. Body 100 is a structure mounted on chassis 200 to provide a driving and passenger compartment and to protect power components, electrical components, and the like on chassis 200.

[0087] Please refer to Figure 2, which is a schematic diagram of the structure of a chassis 200 provided in some embodiments of the present application. The chassis 200 includes a frame 30, a suspension 40, and wheels 21. The ends of the suspension 40 are connected to the frame 30 and the wheels 21, respectively, so that the wheels 21 are connected to the frame 30 through the suspension 40, and the frame 30 is supported by the wheels 21.

[0088] In the chassis 200 structure, the suspension 40 is directly connected to the frame 30, eliminating the need for a subframe. This results in a simpler structure, lighter weight, and lower cost, while also ensuring a better connection to the suspension 40. Furthermore, the omission of the subframe improves the integration of the chassis 200 and reduces its footprint. This allows for more space to be installed for batteries, particularly in electric vehicle applications.

[0089] Please refer to Figures 2 to 6. Figure 2 is a schematic diagram of the chassis 200 according to some embodiments of the present application. Figure 3 is a schematic diagram of the suspension 40 mounted on the frame 30 according to some embodiments of the present application. Figure 4 is an enlarged schematic diagram of the connection between the suspension 40 and the frame 30 in Figure 3. Figure 5 is a schematic diagram of the connection between the frame 30 and the suspension 40 according to some embodiments of the present application. Figure 6 is an enlarged schematic diagram of the connection between the suspension 40 and the frame 30 in Figure 5.

[0090] In some embodiments, a connecting structure 50 is provided on the vehicle frame 30 , and the connecting structure 50 is connected to the suspension 40 .

[0091] The connecting structure 50 is a structure adapted to be connected to the suspension 40 .

[0092] A connecting structure 50 is provided to connect the suspension 40 , thereby facilitating connection of the suspension 40 to the vehicle frame 30 .

[0093] In some embodiments, the suspension 40 includes a plurality of connecting rods 401 , one end of the connecting rod 401 is connected to the connecting structure 50 , and the other end of the connecting rod 401 is used to connect to the steering knuckle.

[0094] The connecting rod 401 refers to a structural member having a certain length, wherein the length is greater than the width and the length is greater than the thickness.

[0095] The suspension 40 formed by using the multi-link 401 has a simple structure and low cost.

[0096] In some embodiments, referring to Figures 1 to 3 , vehicle 1000 has a height direction, a longitudinal direction, and a transverse direction. The height direction of vehicle 1000 during normal use is the height direction of vehicle 1000, such as the Z direction in each figure; the front-to-back direction of vehicle 1000 during normal use is the longitudinal direction, such as the Y direction in each figure; and the left-to-right direction of vehicle 1000 during normal use is the transverse direction, such as the X direction in each figure. Accordingly, the height direction of chassis 200 is consistent with the height direction of vehicle 1000, both being the Z direction in the figures; the longitudinal direction of chassis 200 is consistent with the longitudinal direction of vehicle 1000, both being the Y direction in the figures; and the transverse direction of chassis 200 is consistent with the transverse direction of vehicle 1000, both being the X direction in the figures. The height direction of chassis 200 is consistent with the height direction of frame 30, both being the Z direction in the figures; the longitudinal direction of chassis 200 is consistent with the longitudinal direction of frame 30, both being the Y direction in the figures; and the transverse direction of chassis 200 is consistent with the transverse direction of frame 30, both being the X direction in the figures.

[0097] In some embodiments, both ends of the connecting rod 401 are connected to the steering knuckle 22 and the corresponding connecting structure 50 through the bushing 23 respectively.

[0098] The bushing 23 is a matching part installed on the structural member to achieve a wear protection effect. It is a ring sleeve that acts as a liner. In moving parts, due to long-term friction, the wear of parts is caused. When the gap between the shaft and the hole is worn to a certain extent, the parts must be replaced. Therefore, when designing, the designer selects a material with lower hardness and better wear resistance as the shaft sleeve or bushing 23. This can reduce the wear of the shaft and the seat. When the shaft sleeve or bushing 23 is worn to a certain extent, it is replaced, which can save the cost of replacing the shaft or seat. The bushing 23 connected to the connecting rod 401 can include an inner sleeve, an outer sleeve and an elastic sleeve. The elastic sleeve is located between the inner sleeve and the outer sleeve to connect the inner sleeve and the outer sleeve. When in use, the inner sleeve is sleeved on the shaft, and the outer sleeve is inserted into the hole to provide support and wear protection. The elastic sleeve connects the outer sleeve and the inner sleeve to play the role of elastic shock absorption. The elastic sleeve can be made of materials such as rubber and silicone.

[0099] The two ends of the connecting rod 401 are connected to the steering knuckle 22 and the connecting structure 50 using bushings 23 respectively, which not only makes the connection convenient but also plays a good vibration reduction role.

[0100] In some embodiments, the chassis 200 also includes a shock absorber 34, and multiple connecting rods 401 include a bottom rod 41 and side rods 42 arranged on both sides of the bottom rod 41. The bottom rod 41 connects the lower side of the steering knuckle 22 and the crossbeam, and the bottom rod 41 is provided with a support part 411 that supports the shock absorber 34.

[0101] Shock absorbers 34 are structural components used to dampen the vibrations caused by the springs rebounding after absorbing shock, as well as impacts from the road surface. As a vehicle moves, the wheels and frame experience relative motion and vibration. Shock absorbers 34 accelerate the attenuation of vibrations between the frame 30 and the wheels, improving the vehicle's ride comfort. While the shock-absorbing springs filter out road vibrations when driving over uneven surfaces, the springs themselves still experience reciprocating motion, and shock absorbers 34 are designed to dampen this spring bouncing.

[0102] The bottom rod 41 refers to a connecting rod 401 among the multiple connecting rods 401, which is located at the lowest position in the height direction Z when in use.

[0103] The side rod 42 refers to a connecting rod 401 located on the side of the bottom rod 41 among the multiple connecting rods 401.

[0104] The support portion 411 refers to a portion of the structure on the bottom rod 41 , and the support portion 411 can be adapted to support the shock absorber 34 .

[0105] The shock absorber 34 can enhance the shock absorbing effect of the frame 30 on the suspension 40 , thereby enhancing the shock absorbing effect of the chassis 200 . A support portion 411 is provided on the bottom bar 41 to stably support the shock absorber 34 .

[0106] Please refer to Figures 3 to 9. Figure 3 is a schematic diagram of the structure of the suspension 40 installed on the frame 30 of some embodiments of the present application. Figure 4 is an enlarged schematic diagram of the structure of the connection between the suspension 40 and the frame 30 in Figure 3. Figure 5 is a schematic diagram of the structure of the frame 30 connected to the suspension 40 in some embodiments of the present application. Figure 6 is an enlarged schematic diagram of the structure of the connection between the suspension 40 and the frame 30 in Figure 5. Figure 7 is a schematic diagram of the structure of the frame 30 at one angle in some embodiments of the present application. Figure 8 is a schematic diagram of the structure of the frame 30 at another angle in some embodiments of the present application. Figure 9 is a schematic diagram of the structure of the steering knuckle 22 in some embodiments of the present application.

[0107] Some embodiments of the present application provide a vehicle frame 30, including two longitudinal beams 31, which are arranged at intervals; a cross beam 32, which connects the two longitudinal beams 31; and a plurality of connecting structures 50, which are used to cooperate with the suspension 40 of the vehicle 1000; the longitudinal beams 31 and the cross beams 32 are respectively provided with connecting structures 50, and the connecting structures 50 on the longitudinal beams 31 and the connecting structures 50 on the cross beams 32 are arranged at intervals, and the longitudinal beams 31 and the cross beams 32 are connected to the suspension 40 through corresponding connecting structures 50.

[0108] A beam is a structural member of a certain length that is subjected to external forces, such as forces perpendicular to its length, with bending as its primary deformation. Under load, a beam primarily withstands bending moment and shear, and sometimes torque.

[0109] The longitudinal beam 31 refers to a beam structure arranged along the longitudinal direction Y or substantially along the longitudinal direction Y. Of course, the longitudinal beam 31 needs to be arranged along the longitudinal direction Y over the entire length, and it is allowed that some positions are inclined to the longitudinal direction Y, rather than the longitudinal beam 31 being straight along the entire length.

[0110] The crossbeam 32 refers to a beam structure arranged along the transverse direction X or substantially arranged along the transverse direction X. Of course, the crossbeam 32 needs to be arranged along the transverse direction X over the entire length, which allows some positions to be inclined to the transverse direction X, rather than the crossbeam 32 being straight along the entire length.

[0111] The two longitudinal beams 31 are connected by the cross beam 32 to form the main structure of the frame 30 , which has a simple structure and is easy to manufacture.

[0112] The connecting structure 50 refers to a component structure adapted to connect to the suspension 40 .

[0113] A connecting structure 50 is provided on the longitudinal beam 31 and the cross beam 32 respectively. When the connecting structure 50 is connected to the suspension 40, the suspension 40 can be directly connected to the longitudinal beam 31 and the cross beam 32 of the frame 30, thereby eliminating the subframe, simplifying the structure, reducing weight, lowering costs, and reducing assembly processes, thereby improving assembly efficiency.

[0114] In the technical solution of the embodiment of the present application, a crossbeam 32 is provided to connect the two longitudinal beams 31, and a connecting structure 50 is provided on the longitudinal beam 31 and the crossbeam 32 respectively to connect the suspension 40. There is no need to provide a subframe, so as to reduce the weight and the cost of the frame 30, and also reduce the primary attenuation of the subframe, thereby improving the stability of operation.

[0115] In some embodiments, the cross beam 32 includes two extending portions 321 extending downward from the two longitudinal beams 31 in the height direction and a transverse portion 322 connecting the two extending portions 321 , and each extending portion 321 is connected to a corresponding longitudinal beam 31 .

[0116] The length direction of the transverse portion 322 is the transverse direction X, and the length direction of the longitudinal beam 31 is the longitudinal direction Y. When the vehicle frame 30 is in use, the extension portion 321 extends downward from the corresponding longitudinal beam 31 .

[0117] The extension portion 321 is a portion of the beam 32 , and there are two extension portions 321 at each end of the beam 32 in the longitudinal direction.

[0118] The extension portion 321 extends downward from the longitudinal beam 31. When the vehicle frame 30 is in use, the extension portion 321 extends obliquely downward from the longitudinal beam 31. In some embodiments, the extension portion 321 may extend downward along the height direction Z of the vehicle frame 30 to facilitate design and manufacturing. In some embodiments, the extension portion 321 extends obliquely downward from the longitudinal beam 31 toward the other extension portion 321, thereby shortening the length of the transverse portion 322.

[0119] The transverse portion 322 is a portion in the middle of the crossbeam 32 , which connects the two extension portions 321 to form a complete crossbeam 32 .

[0120] Because the frame 30 supports the suspension 40 and requires a certain height space and longitudinal Y space, an extension portion 321 is provided. A connecting structure 50 can be provided on the extension portion 321 to adapt to the height space required to support the suspension 40 and better support the suspension 40. In some embodiments, when an adaptive seat is provided to support the suspension 40, the seat can be connected to the longitudinal beam 31 and the extension portion 321 to more stably support the seat.

[0121] The cross beam 32 is provided with an extension portion 321 so as to cooperate with the longitudinal beam 31 to form a connection structure 50 , thereby stably supporting the suspension 40 and reducing the weight of the frame 30 .

[0122] In some embodiments, as shown in Figures 3, 7 and 8, the extension portion 321 extends downward from the longitudinal beam 31 and toward the other longitudinal beam 31. This structure can shorten the length of the transverse portion 322. Moreover, when subjected to an external force in the transverse direction X, since the extension portion 321 is not completely perpendicular to the transverse direction X, the extension portion 321 can withstand a greater transverse X force, thereby increasing the ability of the frame 30 to withstand the transverse X force.

[0123] In some embodiments, the transverse portion 322 and the extension portion 321 are integrally formed.

[0124] One-piece forming refers to the use of materials such as aluminum alloy, steel, etc. to make the crossbeam 32, and adopts mold integral casting to form. Of course, one-piece forming can also be the use of materials such as aluminum alloy, steel, etc. to make the crossbeam 32, and die-casting to form.

[0125] The transverse portion 322 and the extension portion 321 are integrally formed, that is, the crossbeam 32 is integrally formed to facilitate processing and manufacturing.

[0126] The transverse portion 322 and the extension portion 321 are integrally formed so that the crossbeam 32 has good structural strength, thereby improving the structural strength of the frame 30 .

[0127] In some embodiments, the transverse portion 322 and the extension portion 321 may also be manufactured separately and then connected by fasteners such as bolts, or the transverse portion 322 and the extension portion 321 may be welded together.

[0128] In some embodiments, the width of the extension portion 321 is gradually reduced from the longitudinal beam 31 to the transverse portion 322 .

[0129] The width of the extension portion 321 is the width along the longitudinal direction Y as shown in FIG. 3 , FIG. 5 and FIG. 7 .

[0130] Setting the width of the extension portion 321 to be gradually reduced can make the area where the cross beam 32 and the longitudinal beam 31 are connected larger, improve the structural strength of the connection part between the cross beam 32 and the longitudinal beam 31, and make the connection between the cross beam 32 and the longitudinal beam 31 more stable. In addition, the cross beam 32 mainly bears the external lateral force. Setting the width of the extension portion 321 to be gradually reduced, when subjected to the external lateral force, the extension portion 321 can concentrate the force and guide it laterally to the lateral portion 322, thereby ensuring that the cross beam 32 has good structural strength and reducing the weight of the cross beam 32.

[0131] In some embodiments, a connecting structure 50 is provided on a side of the extension portion 321 away from the longitudinal beam 31 .

[0132] The side of the extension portion 321 away from the longitudinal beam 31 refers to the side of the lower end of the extension portion 321 when the vehicle frame 30 is in use.

[0133] A connecting structure 50 is provided on the side of the extension portion 321 away from the longitudinal beam 31, and the length of the extension portion 321 can be set to be consistent with the length required for the support suspension 40, so that the cross beam 32 can better adapt to the frame 30, reduce the redundant structure of the cross beam 32 to a certain extent, and thereby reduce the volume and weight of the cross beam 32.

[0134] In some embodiments, connecting structures 50 are provided on the longitudinal beam 31 on opposite sides of the cross beam 32, and the connecting structures 50 are connected to the suspension 40. The provision of connecting structures 50 on the longitudinal beam 31 on opposite sides of the cross beam 32 means that the connecting structures 50 are provided on the longitudinal beam 31 at locations on opposite sides of the cross beam 32 along the longitudinal direction. The force exerted by the suspension 40 on the longitudinal beam 31 is primarily downward, and the provision of connecting structures 50 on the longitudinal beam 31 on opposite sides of the cross beam 32 can ensure a more balanced downward force on both sides of the cross beam 32.

[0135] In some embodiments, connecting structures 50 are respectively provided on opposite sides of the longitudinal beam 31 and the transverse beam 32 , and a connecting structure 50 is provided on the transverse beam 32 .

[0136] A connection structure 50 is provided on the longitudinal beam 31 and the transverse beam 32 , and a plurality of connection structures 50 on the longitudinal beam 31 are located on opposite sides of the transverse beam 32 , forming at least three spaced support points to connect and support the suspension 40 , thereby stably supporting the suspension 40 .

[0137] Connecting structures 50 are respectively provided on the cross beam 32 and the longitudinal beam 31 on opposite sides of the cross beam 32 , so as to more stably support the suspension 40 .

[0138] In some embodiments, two connection structures 50 are provided on the cross beam 32 and three connection structures 50 are provided on the longitudinal beam 31 to support the suspension 40 of the five-link 401 .

[0139] In some embodiments, a connecting structure 50 is provided on the cross beam 32 , and three connecting structures 50 are provided on the longitudinal beam 31 to support the suspension 40 of the four-link 401 .

[0140] In some embodiments, a connecting structure 50 is provided on the cross beam 32 , and two connecting structures 50 are provided on the longitudinal beam 31 to support the suspension 40 of the three-link 401 .

[0141] From the above, the number of connecting structures 50 on the cross beam 32 and the number of connecting structures 50 on the longitudinal beam 31 can be set as needed to adapt to the suspension 40 that needs to be connected.

[0142] In some embodiments, a groove 323 is provided on the bottom surface of the crossbeam 32 , and the cross section of the crossbeam 32 is U-shaped.

[0143] The bottom surface of the cross beam 32 refers to the bottom surface of the cross beam 32 in the use state.

[0144] The cross section of the beam 32 refers to a cross section perpendicular to the length direction of the beam 32 , and the cross section may be at any position along the length direction of the beam 32 .

[0145] The use of a cross beam 32 having a U-shaped cross section can further reduce the weight of the cross beam 32 , thereby reducing the weight of the vehicle frame 30 and lowering the cost.

[0146] In some embodiments, a reinforcing rib 324 is provided in the groove 323 .

[0147] The reinforcing rib 324 refers to a rib or plate structure provided in the groove 323 .

[0148] Reinforcement ribs 324 are provided in the grooves 323 of the cross beam 32 to enhance the structural strength of the cross beam 32 , thereby ensuring that the vehicle frame 30 has good structural strength.

[0149] In some embodiments, the crossbeam 32 is U-shaped in the transverse direction of the vehicle body; when in use, the two ends of the U-shaped crossbeam 32 can be connected to the two longitudinal beams 31 respectively, the two ends of the U-shaped crossbeam 32 can form the above-mentioned two extension portions 321, and the bottom of the U-shaped crossbeam 32 can form the above-mentioned transverse portion 322.

[0150] The use of the overall U-shaped cross beam 32 is convenient for processing and manufacturing, and is also convenient for connecting with the longitudinal beams 31 to assemble and form the vehicle frame 30 .

[0151] In some embodiments, the vehicle frame 30 further includes a tower 33 for connecting a shock absorber 34 , and the tower 33 is mounted on the longitudinal beam 31 .

[0152] The tower 33 refers to a seat structure for adapting and connecting the shock absorber 34. For the suspension 40 of the multi-link 401, the lower end of the shock absorber 34 is connected to the connecting rod 401 of the suspension 40, and the upper end of the shock absorber 34 is connected to the tower 33.

[0153] The tower base 33 is installed on the longitudinal beam 31 so as to be supported by the longitudinal beam 31 .

[0154] The tower mount 33 is provided to connect the shock absorber 34 , thereby eliminating the need for a subframe to support the shock absorber 34 , thereby improving the shock absorbing performance of the suspension 40 .

[0155] Referring to Figures 6 to 9 , in some embodiments, a connecting structure 50 may also be provided on the steering knuckle 22 to facilitate connection to the suspension 40. The connecting structure 50 on the steering knuckle 22 may be the same as the connecting structure 50 on the longitudinal beam 31 or the cross beam 32. Of course, the connecting structure 50 on the steering knuckle 22 may be different from the connecting structure 50 on the longitudinal beam 31 or the cross beam 32, as long as the steering knuckle 22 can be connected to the suspension 40.

[0156] In some embodiments, the connecting structure 50 on the longitudinal beam 31 is integrally formed with the longitudinal beam 31 to facilitate processing and manufacturing. Of course, the connecting structure 50 can also be made separately and then connected to the longitudinal beam 31 by welding or fasteners such as bolts.

[0157] In some embodiments, the connecting structure 50 on the crossbeam 32 is integrally formed with the crossbeam 32 to facilitate processing and manufacturing. Of course, the connecting structure 50 can also be made separately and then connected to the crossbeam 32 by welding or fasteners such as bolts.

[0158] In some embodiments, the connecting structure 50 on the steering knuckle 22 is integrally formed with the steering knuckle 22 to facilitate processing and manufacturing. Of course, the connecting structure 50 can also be made separately and then welded or connected to the steering knuckle 22 by fasteners such as bolts.

[0159] In some embodiments, at least one connecting structure 50 includes two support plates 51 spaced apart from each other. Each support plate 51 has an opening 511 for the support shaft 24 of the support bushing 23 to pass through. A receiving space 510 for receiving the bushing 23 is formed between the two support plates 51. The bushing 23 is used to connect to the suspension 40.

[0160] The support plate 51 is a plate structure provided on a medium such as the longitudinal beam 31 or the transverse beam 32 to play a supporting role. The opening 511 is a hole structure provided on the support plate 51.

[0161] The two support plates 51 are spaced apart from each other, and an accommodating space 510 is formed between the two support plates 51 .

[0162] The support shaft 24 is a shaft member used to cooperate with the support bushing 23. During use, the bushing 23 is placed in the accommodating space 510 between the two support plates 51, and the ends of the support shaft 24 pass through the openings 511 in the two support plates 51. This supports the two support plates 51 to support the ends of the support shaft 24, thereby supporting the bushing 23. The bushing 23 is connected to the suspension 40, and the suspension 40 is supported by the support plates 51. For example, when supporting a suspension 40 with a multi-link 401, one end of the connecting rod 401 can be inserted into the bushing 23 to connect the bushing 23 to the corresponding connecting rod 401. The bushing 23 is supported between the two support plates 51, thereby supporting the connecting rod 401.

[0163] Two support plates 51 are used to support the support shaft 24 of the bushing 23 to stably support the bushing 23 , so that the bushing 23 stably supports the suspension 40 .

[0164] In some embodiments, at least one connecting structure 50 includes a support seat 52 , and the support seat 52 is provided with a receiving hole for the bushing 23 to be fitted therein, and the bushing 23 is used to connect to the suspension 40 .

[0165] The support seat 52 refers to a seat structure provided on a medium such as the longitudinal beam 31 or the transverse beam 32 to play a supporting role.

[0166] The accommodating hole refers to a hole structure provided on the support seat 52. The size of the hole structure is adapted to the size of the bushing 23. The bushing 23 can be installed in the accommodating hole, and then the bushing 23 can be fixed through the support seat 52. The bushing 23 is connected to the suspension 40, and then the suspension 40 is connected through the support seat 52.

[0167] An accommodating hole is provided on the support seat 52 for installing the bushing 23 , which can facilitate the installation and fixation of the bushing 23 and further connect one end of the bushing 23 to the suspension 40 .

[0168] In some embodiments, at least one connecting structure 50 includes a support block 53 for being sleeved on the middle portion of the bushing 23 . A through hole 531 is defined on the support block 53 for the bushing 23 to pass through. The bushing 23 is used to connect to the suspension 40 .

[0169] The support block 53 is a component provided on a medium such as the longitudinal beam 31 or the transverse beam 32 to play a supporting role. The through hole 531 is a hole structure provided on the support block 53.

[0170] When in use, the bushing 23 is inserted into the through hole 531 of the support block 53, so that the support block 53 is located in the axial middle position of the bushing 23, so that the two ends of the bushing 23 extend out of both sides of the support block 53. In this way, for the connecting rod 401 with a fork-shaped structure at the end, the fork-shaped end of the connecting rod 401 can be connected to the two ends of the bushing 23, and then the connecting rod 401 can be connected to the support block 53.

[0171] The connecting rod 401 with a forked structure means that one end of the connecting rod 401 is forked to form a Y-shaped structure.

[0172] A support block 53 with a through hole 531 is provided and sleeved on the bushing 23 to support the bushing 23 , so as to facilitate connecting both ends of the bushing 23 to the suspension 40 , so that the bushing 23 stably supports the suspension 40 .

[0173] In some embodiments, a portion of the connection structure 50 on the steering knuckle 22 includes a support seat 52 . The support seat 52 is provided with a receiving hole for the bushing 23 to be fitted therein. The bushing 23 is used to connect to the suspension 40 .

[0174] In some embodiments, a portion of the connection structure 50 on the steering knuckle 22 includes a support seat 52 . The support seat 52 is provided with a receiving hole for the bushing 23 to be fitted therein. The bushing 23 is used to connect to the suspension 40 .

[0175] In some embodiments, a partial connection structure 50 on the steering knuckle 22 includes a support block 53 for being sleeved on the middle portion of the bushing 23 . The support block 53 is provided with a through hole 531 for the bushing 23 to pass through. The bushing 23 is used to connect to the suspension 40 .

[0176] In some embodiments, referring to FIG. 10 , a connecting structure 50 is provided at one end of the crossbeam 32 , and two connecting structures 50 are provided on the longitudinal beam 31 . The two connecting structures 50 on the longitudinal beam 31 are located on opposite sides of the crossbeam 32 . This structure can connect the suspension 40 of the three-link 401 .

[0177] In some embodiments, the vehicle frame 30 further includes supports adapted to support each connection structure 50 , and the supports are fixed to the longitudinal beam 31 and the transverse beam 32 .

[0178] The support refers to a seat structure used to adapt to and support the connecting structure 50 .

[0179] The support is fixed to the longitudinal beam 31 and the transverse beam 32 , which means that the support is fixedly connected to the longitudinal beam 31 and the transverse beam 32 so as to be supported by the longitudinal beam 31 and the transverse beam 32 .

[0180] By providing a support and providing a connecting structure 50 on the support, the setting of the connecting structure 50 is facilitated, and the connecting structure 50 can be conveniently fixed to the longitudinal beam 31 and the cross beam 32. The support can also be adapted according to the shape of the longitudinal beam 31 and the cross beam 32 to adapt to the frame 30 of different models.

[0181] According to some embodiments of the present application, a vehicle frame 30 is provided, comprising two longitudinal beams 31 spaced apart from each other; a crossbeam 32 connecting the two longitudinal beams 31; and a plurality of connecting structures 50 for connecting to the suspension 40 of the vehicle 1000. The longitudinal beams 31 and crossbeam 32 are each provided with a connecting structure 50. The crossbeam 32 includes an extension 321 extending downward from each longitudinal beam 31 and a crossbeam 322 connecting the two extensions 321. Each extension 321 is connected to a corresponding longitudinal beam 31. The connecting structure 50 is provided at one end of the extension 321 away from the longitudinal beam 31. The longitudinal beams 31 are provided with connecting structures 50 on opposite sides of the crossbeam 32. By providing a crossbeam 32 connecting the two longitudinal beams 31 and providing connecting structures 50 on both the longitudinal beams 31 and the crossbeam 32 for connecting to the suspension 40, a subframe is eliminated, reducing weight and cost of the vehicle frame 30. This also reduces primary attenuation of the subframe and improves operational stability. The extension portion 321 is provided, and a connecting structure 50 can be provided on the extension portion 321 to adapt to the height space required to support the suspension 40, thereby better supporting the suspension 40. In addition, connecting structures 50 are provided on opposite sides of the crossbeam 32 and the longitudinal beam 31, respectively, to more stably support the suspension 40.

[0182] Please refer to FIG. 3 to FIG. 7 . According to some embodiments of the present application, the present application provides a chassis 200 , including the frame 30 as described in any of the above embodiments.

[0183] The chassis 200 of the embodiment of the present application uses the frame 30 of the above embodiment, which can omit the sub-frame, resulting in a simple structure, lighter weight, lower cost, and good connection to the suspension 40.

[0184] In some embodiments, the chassis 200 further includes a suspension 40 connected to the connection structure 50 .

[0185] The suspension 40 is provided to connect the wheels 21 , so as to facilitate the assembly and use of the chassis 200 .

[0186] In some embodiments, the suspension 40 includes a plurality of connecting rods 401 , one end of the connecting rod 401 is connected to the connecting structure 50 , and the other end of the connecting rod 401 is used to connect to the steering knuckle 22 .

[0187] In some embodiments, both ends of the connecting rod 401 are connected to the steering knuckle 22 and the corresponding connecting structure 50 through the bushing 23 respectively.

[0188] The two ends of the connecting rod 401 are connected to the steering knuckle 22 and the connecting structure 50 using bushings 23 respectively, which not only makes the connection convenient but also plays a good vibration reduction role.

[0189] In some embodiments, the chassis 200 also includes a shock absorber 34, and multiple connecting rods 401 include a bottom rod 41 and side rods 42 arranged on both sides of the bottom rod 41. The bottom rod 41 connects the lower side of the steering knuckle 22 and the crossbeam 32. The bottom rod 41 is provided with a support part 411 that supports the shock absorber 34.

[0190] The shock absorber 34 can enhance the shock absorbing effect of the frame 30 on the suspension 40 , thereby enhancing the shock absorbing effect of the chassis 200 . A support portion 411 is provided on the bottom bar 41 to stably support the shock absorber 34 .

[0191] According to some embodiments of the present application, the present application provides a vehicle 1000, including the frame 30 as described in any one of the above embodiments; or, including the chassis 200 as described in any one of the above embodiments.

[0192] 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 frame, characterized in that: include: two longitudinal beams, the two longitudinal beams are arranged at intervals; A cross beam connecting the two longitudinal beams; A plurality of connection structures for cooperatively connecting the suspension of the vehicle; The longitudinal beam and the cross beam are respectively provided with the connection structure, the connection structure on the longitudinal beam and the connection structure on the cross beam are arranged at intervals, and the longitudinal beam and the cross beam are connected to the suspension via the corresponding connection structure.

2. The frame according to claim 1, characterized in that: The cross beam comprises two extending portions respectively extending downward from the two longitudinal beams in the height direction and a transverse portion connecting the two extending portions, and each of the extending portions is connected to the corresponding longitudinal beam.

3. The frame according to claim 2, characterized in that: The lateral portion is integrally formed with the extension portion.

4. The frame according to claim 3, characterized in that: The width of the extension portion is gradually reduced in a direction from the longitudinal beam to the transverse portion.

5. The frame according to any one of claims 2 to 4, characterized in that: The connecting structure is provided on a side of the extension portion away from the longitudinal beam.

6. The frame according to any one of claims 1 to 5, characterized in that: The connecting structures are respectively arranged on the longitudinal beam at two opposite sides of the transverse beam.

7. The frame according to any one of claims 1 to 6, characterized in that: A groove is provided on the bottom surface of the cross beam so that the cross section of the cross beam is U-shaped.

8. The frame according to claim 7, characterized in that: A reinforcing rib is arranged in the groove.

9. The frame according to any one of claims 1 to 8, characterized in that: The frame also includes a tower seat for connecting a shock absorber, and the tower seat is installed on the longitudinal beam.

10. The frame according to any one of claims 1 to 9, characterized in that: The frame also includes a support adapted to support each of the connection structures, and the support is fixed to the longitudinal beam and the cross beam.

11. The frame according to any one of claims 1 to 10, characterized in that: At least one of the connection structures comprises two support plates arranged at intervals, each of the support plates is provided with an opening for a support shaft of a support bushing to pass through, and an accommodation space for accommodating the bushing is formed between the two support plates, and the bushing is used to connect the suspension; And / or, at least one of the connection structures comprises a support seat, the support seat is provided with a receiving hole for a bushing to be matched and placed therein, and the bushing is used to connect the suspension; And / or, at least one of the connection structures comprises a support block, and the support block is provided with a through hole for the bushing to pass through, The bushing is installed in the through hole, and the bushing is used to connect the suspension.

12. A chassis, characterized in that: Comprising a frame as described in any one of claims 1-11.

13. The chassis according to claim 12, characterized in that The chassis also includes a suspension, which is connected to the connecting structure.

14. The chassis according to claim 13, characterized in that The suspension comprises a plurality of connecting rods, one end of each connecting rod is connected to the connecting structure, and the other end of each connecting rod is used for connecting a steering knuckle.

15. The chassis according to claim 14, characterized in that The two ends of the connecting rod are connected to the steering knuckle and the corresponding connecting structure through bushings respectively.

16. A chassis according to claim 14 or 15, characterized in that The chassis also includes a shock absorber, and the plurality of connecting rods include a bottom rod and side rods arranged on both sides of the bottom rod, the bottom rod connects the lower side of the steering knuckle and the cross beam, and the bottom rod is provided with a supporting part for supporting the shock absorber.

17. A vehicle, characterized in that: It comprises a frame as described in any one of claims 1-11; or, it comprises a chassis as described in any one of claims 12-16.

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