Chassis of vehicle and vehicle

Abstract

The present application provides a chassis of a vehicle and a vehicle. The chassis of a vehicle comprises a vehicle subframe and a suspension, the suspension comprises a leaf spring structure, a steering knuckle, and a shock absorber, the leaf spring structure is connected to the vehicle subframe and the steering knuckle, one end of the shock absorber is connected to the steering knuckle, and the shock absorber is obliquely arranged relative to the vertical direction. In the described structure, the vehicle subframe and the steering knuckle are connected by means of the leaf spring structure, the size of the leaf spring structure in the vertical direction is small, and the shock absorber is obliquely arranged relative to the vertical direction, thus reducing the space occupied by the leaf spring structure and the shock absorber in the vertical direction. Hence, the height of the chassis of the vehicle in the vertical direction is low, which can easily meet the rigidity requirement of the overall structure of the vehicle and also adapt to detachable connection between the chassis and an upper vehicle body of the vehicle, thus facilitating designing the chassis and the upper vehicle body of the vehicle separately and independently.

Description

Chassis of vehicle and vehicle Cross-reference to related applications

[0001] This application claims priority to Chinese Patent Application No. 202410424819.4, filed on April 9, 2024, entitled “Chassis of vehicle and vehicle”, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0002] The present application relates to the technical field of vehicles, in particular to a chassis of vehicle and vehicle. BACKGROUND

[0003] Batteries have high specific energy, high power density and other advantages, and are widely used in various industries. With the rapid development of the battery industry, the technical solution of using batteries as the power source of vehicles is becoming more and more mature.

[0004] With more and more people paying attention to electric vehicles, the update iteration of electric vehicles is becoming more and more frequent. In order to speed up the update iteration of electric vehicles, how to realize the decoupling of the chassis and the vehicle body in the vehicle so as to separately design the chassis and the vehicle body has begun to attract the attention of those skilled in the art. SUMMARY

[0005] In view of the above problems, the present application provides a chassis of vehicle and vehicle, which has a lower height and is beneficial to separately design the chassis and the vehicle body.

[0006] In a first aspect, some embodiments of the present application provide a chassis of vehicle, which comprises a subframe and a suspension, the suspension comprising a leaf spring structure, a knuckle and a shock absorber, the leaf spring structure connecting the subframe and the knuckle, one end of the shock absorber being connected to the knuckle, and the shock absorber being arranged obliquely with respect to the vertical direction.

[0007] In the above structure, since the subframe and the knuckle are connected by the leaf spring structure, the leaf spring structure has a smaller size in the vertical direction and the shock absorber is arranged obliquely with respect to the vertical direction, the space occupied by the leaf spring structure and the shock absorber in the vertical direction is reduced, so that the height of the chassis of the vehicle in the vertical direction is lower, which not only can more easily meet the stiffness requirement of the overall structure of the vehicle, but also enables the chassis of the vehicle and the vehicle body to be detachably connected, which is beneficial to separately design the chassis of the vehicle and the vehicle body.

[0008] According to the chassis of the vehicle provided by some embodiments of the present application, the included angle between the arrangement direction of the shock absorber and the vertical direction is A, and 20°≤A≤50°, so that the inclination of the shock absorber relative to the vertical direction is reasonable, so that the shock absorber can not only support the upper vehicle body and provide appropriate vertical compression space to better absorb and attenuate the vertical force transmitted by the steering knuckle, but also help to reduce the height of the shock absorber in the vertical direction.

[0009] According to the chassis of the vehicle provided by some embodiments of the present application, 30°≤A≤40°, so that the shock absorber can not only support the upper vehicle body and provide appropriate vertical compression space to better absorb and attenuate the vertical force transmitted by the steering knuckle, but also help to reduce the height of the shock absorber in the vertical direction.

[0010] According to the chassis of the vehicle provided by some embodiments of the present application, the leaf spring structure includes a bracket, a first leaf spring and a second leaf spring, the bracket is connected to the subframe, the second leaf spring is located on the upper side of the first leaf spring, the two ends of the first leaf spring are respectively connected to the bracket and the steering knuckle, and one end of the second leaf spring is connected to the bracket, so that the force and vibration received by the steering knuckle can be transmitted from the bracket to the subframe via the buffering of the first leaf spring, and the vertical force and vibration received by the upper vehicle body can be buffered.

[0011] According to the chassis of the vehicle provided by some embodiments of the present application, the end of the second leaf spring away from the bracket is located above the end of the second leaf spring close to the bracket, so that the end of the second leaf spring away from the bracket can be conveniently connected to the vehicle body located on the upper side of the subframe.

[0012] According to the chassis of the vehicle provided by some embodiments of the present application, the cross-sectional area of the end of the first leaf spring close to the bracket is greater than the cross-sectional area of the end of the first leaf spring away from the bracket, so that the two ends of the leaf spring structure in the left-right direction can provide greater deformation.

[0013] According to the chassis of the vehicle provided by some embodiments of the present application, a bushing is arranged on the bracket, and the bushing is clamped between the subframe and the bracket, so that an elastic buffering component can be provided between the bracket and the subframe, and noise and wear can be prevented when relative movement occurs between the bracket and the subframe.

[0014] According to the chassis of the vehicle provided by some embodiments of the present application, the first leaf spring and the second leaf spring are glass fiber structures, which not only help to lighten the chassis of the vehicle, but also help to improve the elastic coefficient of the leaf spring structure.

[0015] According to the chassis of the vehicle provided by some embodiments of the present application, the suspension further comprises a plurality of control arms connected between the auxiliary frame and the steering knuckle. By connecting the plurality of control arms between the auxiliary frame and the steering knuckle, the steering knuckle can be stabilized under the action of the plurality of control arms, thereby improving the stability of the vehicle.

[0016] According to the chassis of the vehicle provided by some embodiments of the present application, a plurality of connecting seats are arranged on the outer circumferential surface of the steering knuckle, and the end of the control arm away from the auxiliary frame is connected to the connecting seat, so that the control arm can be more firmly connected to the steering knuckle.

[0017] According to the chassis of the vehicle provided by some embodiments of the present application, the plurality of control arms comprise a front upper control arm, a front lower control arm and a rear upper control arm, the front lower control arm is arranged on the lower side of the front upper control arm, and the rear upper control arm is arranged on the rear side of the front upper control arm.

[0018] According to the chassis of the vehicle provided by some embodiments of the present application, the suspension further comprises a tie rod, and the two ends of the tie rod are connected to the auxiliary frame and the steering knuckle respectively, so that the force of the tie rod on the steering knuckle can control the change of the toe angle to be within a reasonable range, thereby improving the stability of the vehicle.

[0019] According to the chassis of the vehicle provided by some embodiments of the present application, in the vertical direction, the projection of the shock absorber at least partially overlaps with the projection of the leaf spring structure, so that the cushioning effect of the shock absorber and the leaf spring structure in the vertical direction can be superimposed, thereby improving the cushioning capability of the suspension to the impact and vibration in the vertical direction.

[0020] According to the chassis of the vehicle provided by some embodiments of the present application, the leaf spring structure is connected to the lower side of the auxiliary frame.

[0021] In the second aspect, some embodiments of the present application provide a vehicle, which comprises the chassis of the vehicle provided by any of the above technical solutions and an upper body, and the upper body is connected to the auxiliary frame of the chassis. Since the vehicle comprises the chassis of the vehicle provided by the above technical solutions, the chassis and the upper body of the vehicle can be designed separately.

[0022] According to the vehicle provided by some embodiments of the present application, the chassis further comprises an energy cabin, the energy cabin comprises a frame and a battery cell accommodated in the frame, and the auxiliary frame is connected to the frame.

[0023] According to the vehicle provided by some embodiments of the present application, the upper body and the auxiliary frame are detachably connected, so that the auxiliary frame can be conveniently detached from the upper body, thereby facilitating the separate design of the chassis and the upper body of the vehicle.

[0024] The technical solutions provided by the embodiments of the present disclosure at least have the following beneficial effects:

[0025] The application provides a chassis of a vehicle, which comprises a subframe and a suspension, the suspension comprising a leaf spring structure, a knuckle and a shock absorber, the leaf spring structure connecting the subframe and the knuckle, one end of the shock absorber being connected to the knuckle, and the shock absorber being arranged obliquely relative to the vertical direction. In the above structure, since the subframe and the knuckle are connected through the leaf spring structure, the leaf spring structure has a small size in the vertical direction and the shock absorber is arranged obliquely relative to the vertical direction, the space occupied by the leaf spring structure and the shock absorber in the vertical direction is reduced, so that the chassis of the vehicle has a low height in the vertical direction, which not only can more easily meet the rigidity requirement of the overall structure of the vehicle, but also can adapt to the detachable connection between the chassis and the upper body of the vehicle, and is beneficial to the separate design of the chassis and the upper body of the vehicle.

[0026] The above description is only a summary of the technical scheme of the application, in order to more clearly understand the technical means of the application, which can be implemented according to the content of the specification, and in order to make the above and other purposes, characteristics and advantages of the application more obvious and easy to understand, the following specific embodiments of the application are described. BRIEF DESCRIPTION OF DRAWINGS

[0027] Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The accompanying drawings are included to provide a description of the preferred embodiments and are not meant to limit the present application. Furthermore, the same reference numerals are used throughout the several views to denote the same or similar parts.

[0028] Fig. 1 is a schematic view of the structure of the subframe and the suspension after connection according to some embodiments of the application;

[0029] Fig. 2 is a schematic view of the structure of the leaf spring structure according to some embodiments of the application;

[0030] Fig. 3 is an enlarged view of B in Fig. 2.

[0031] In the drawings: 1, subframe; 11, first through hole; 2, suspension; 21, leaf spring structure; 211, bracket; 212, first leaf spring; 2121, first connecting part; 213, second leaf spring; 2131, second connecting part; 214, bushing; 2141, second through hole; 22, knuckle; 221, connecting seat; 23, shock absorber; 24, front upper control arm; 25, front lower control arm; 26, rear upper control arm; 27, tie rod. DETAILED DESCRIPTION

[0032] The embodiments of the technical scheme of the application will be described in detail below with reference to the drawings. The following embodiments are only used to more clearly illustrate the technical scheme of the application, and therefore only serve as examples, and cannot limit the protection scope of the application.

[0033] It should be noted that, unless otherwise specified, the technical terms or scientific terms used in the embodiments of the present application should be understood as the general meaning understood by the person skilled in the art to which the embodiments of the present application belong.

[0034] In the description of the embodiments of the present application, the orientations or positional relationships indicated by the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the embodiments of the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements indicated must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the embodiments of the present application.

[0035] In addition, the technical terms "first", "second" and the like are only for description purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. In the description of the embodiments of the present application, the meaning of "a plurality of" is two or more, unless otherwise explicitly specified and limited.

[0036] In the description of the embodiments of the present application, unless otherwise explicitly specified and limited, the technical terms "mounting", "connecting", "connecting", "fixing" and the like should be understood in a broad sense, for example, can be fixed connection, or can be detachable connection, or can be integrated; can be mechanical connection, or can be electrical connection; can be directly connected, or can be indirectly connected through an intermediate medium; can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0037] In the description of the embodiments of the present application, unless otherwise explicitly specified and limited, the first feature "on" or "under" the second feature can be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature "above", "over" and "on" the second feature can be that the first feature is directly above or obliquely above the second feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature "below", "under" and "under" the second feature can be that the first feature is directly below or obliquely below the second feature, or only indicates that the horizontal height of the first feature is less than that of the second feature.

[0038] With the increasing emphasis on environmental protection, electric vehicles using batteries as the power source for vehicles are more and more widely used. With the continuous development of electric vehicle technology, the update iteration of electric vehicles is more and more frequent.

[0039] In the related art, the chassis and the upper body of the vehicle are usually connected as a whole, and then the battery, the electric drive and other structures are assembled together. However, due to the difficulty in decoupling the chassis and the upper body of the vehicle after being connected, it is difficult to separately design the chassis and the upper body, which limits the development and design, and causes a long development cycle.

[0040] In order to facilitate the separate design of the chassis and the upper body of the vehicle, some embodiments of the present application provide a chassis of a vehicle, which comprises a subframe and a suspension, the suspension comprising a leaf spring structure, a knuckle and a shock absorber, the leaf spring structure connecting the subframe and the knuckle, one end of the shock absorber being connected to the knuckle, and the shock absorber being arranged obliquely with respect to the vertical direction. In the above structure, one end of the shock absorber is connected to the knuckle, and the other end is used to connect with the upper body of the vehicle. Since the subframe and the knuckle are connected by the leaf spring structure, and the shock absorber is arranged obliquely with respect to the vertical direction, the space occupied by the leaf spring structure and the shock absorber in the vertical direction is reduced, so that the height of the chassis of the vehicle in the vertical direction is lower. This not only can more easily meet the stiffness requirement of the overall structure of the vehicle, but also can adapt to the detachable connection of the chassis and the upper body of the vehicle, which is beneficial to the separate design of the chassis and the upper body of the vehicle.

[0041] The technical solutions described in the embodiments of the present application are applicable to vehicles. The vehicle can be a fuel automobile, a gas automobile or a new energy automobile, and the new energy automobile can be a pure electric vehicle, a hybrid electric vehicle or a range extended vehicle, etc.

[0042] The technical solutions of the chassis of the vehicle and the vehicle provided by the specific embodiments of the present application will be further described below.

[0043] Some embodiments of the present application provide a chassis of a vehicle, as shown in FIG. 1, which comprises a subframe 1 and a suspension 2, the suspension 2 comprising a leaf spring structure 21, a knuckle 22 and a shock absorber 23, the leaf spring structure 21 connecting the subframe 1 and the knuckle 22, one end of the shock absorber 23 being connected to the knuckle 22, and the shock absorber 23 being arranged obliquely with respect to the vertical direction.

[0044] The subframe 1 can be part of the vehicle frame, which can be a front subframe 1 located at the front of the chassis of the vehicle, and used to connect with the upper body. The suspension 2 can be a mechanism for transmitting force and torque between the vehicle frame and the wheels, which is used to connect the vehicle frame and the wheels so that the vehicle frame is supported on the wheels via the suspension 2, and can also absorb or weaken the impact force transmitted to the vehicle frame or the vehicle body by the uneven road surface, and reduce the vibration caused thereby, which is beneficial to the smooth driving of the vehicle.

[0045] The plate spring structure 21 can be a structure including a plate spring. By arranging the plate spring structure 21 between the subframe 1 and the steering knuckles 22, the force acting on the wheels can be buffered by the plate spring structure 21 before being transmitted to the subframe 1, which is conducive to reducing the impact on the subframe 1. Moreover, because the plate spring in the plate spring structure 21 is arranged in the horizontal direction, it occupies less space in the vertical direction, which is also conducive to reducing the space occupied by the chassis of the vehicle in the vertical direction.

[0046] Exemplarily, the middle part of the plate spring structure 21 is connected to the subframe 1, and the two ends of the plate spring structure 21 are respectively connected to the steering knuckles 22 arranged on the two sides of the subframe 1.

[0047] The steering knuckles 22 are used to be connected with the wheels, and the vehicle axle is connected to the steering knuckles 22. The shock absorber 23 is connected between the steering knuckle 22 and the upper vehicle body, and is used to attenuate the force transmitted from the steering knuckle 22 to the upper vehicle body. By connecting one end of the shock absorber 23 to the steering knuckle 22, the other end of the shock absorber 23 is used to be connected with the upper vehicle body, so that the force and impact transmitted from the wheel to the steering knuckle 22 are attenuated by the shock absorber 23 before being transmitted to the upper vehicle body.

[0048] The inclined arrangement of the shock absorber 23 relative to the vertical direction can mean that the central axis of the shock absorber 23 is arranged to intersect the vertical direction. By arranging the shock absorber 23 to be inclined relative to the vertical direction, the height of the shock absorber 23 in the vertical direction can be reduced, thereby reducing the height of the chassis of the vehicle in the vertical direction.

[0049] As an example, the shock absorber 23 can be an air type shock absorber 23, a hydraulic type shock absorber 23, and a spring type shock absorber 23. Those skilled in the art can select the type of shock absorber 23 according to the actual situation.

[0050] Exemplarily, the two shock absorbers 23 connected with the steering knuckles 22 on the two sides of the subframe 1 are both inclined relative to the vertical direction towards the inside of the subframe 1, which is conducive to improving the stability of the shock absorber 23 to the upper vehicle body and support.

[0051] In the above structure, because the subframe 1 and the steering knuckles 22 are connected by the plate spring structure 21, the size of the plate spring structure 21 in the vertical direction is small and the shock absorber 23 is arranged to be inclined relative to the vertical direction, the space occupied by the plate spring structure 21 and the shock absorber 23 in the vertical direction is reduced, so that the height of the chassis of the vehicle in the vertical direction is low. Not only can the rigidity requirement of the overall structure of the vehicle be met more easily, but also the detachable connection of the chassis of the vehicle and the upper vehicle body can be adapted, which is conducive to the separate design of the chassis and the upper vehicle body of the vehicle.

[0052] In some embodiments, the angle between the arrangement direction of the shock absorber 23 and the vertical direction is A, and 20°≤A≤50°.

[0053] The angle between the arrangement direction of the damper 23 and the vertical direction can refer to the angle between the central axis of the damper 23 and the vertical direction. By setting the range of the angle A between the arrangement direction of the damper 23 and the vertical direction to 20°≤A≤50°, the inclination of the damper 23 relative to the vertical direction is reasonable, so that the damper 23 can not only support the upper vehicle body but also provide a proper vertical compression space to better absorb and attenuate the vertical force transmitted by the steering knuckle 22, and is also conducive to reducing the height of the damper 23 in the vertical direction.

[0054] In some embodiments, 30°≤A≤40°.

[0055] By setting the range of the angle A between the arrangement direction of the damper 23 and the vertical direction to 30°≤A≤40°, the damper 23 can not only support the upper vehicle body but also provide a proper vertical compression space to better absorb and attenuate the vertical force transmitted by the steering knuckle 22, and is also conducive to reducing the height of the damper 23 in the vertical direction.

[0056] Exemplarily, the angle A between the arrangement direction of the damper 23 and the vertical direction can be set to 32°, 35° or 38°, so that the damper 23 can not only better attenuate the vertical force transmitted by the steering knuckle 22 but also have a lower height.

[0057] In some embodiments, referring to FIG. 2, the leaf spring structure 21 includes a bracket 211, a first leaf spring 212 and a second leaf spring 213, the bracket 211 is connected to the subframe 1, the second leaf spring 213 is located on the upper side of the first leaf spring 212, the two ends of the first leaf spring 212 are respectively connected to the bracket 211 and the steering knuckle 22, and one end of the second leaf spring 213 is connected to the bracket 211.

[0058] The bracket 211 can be a frame structure in the leaf spring structure 21, which is used to mount and carry other components in the leaf spring structure 21. The first leaf spring 212 and the second leaf spring 213 are both leaf springs connected to the bracket 211, and the first leaf spring 212 and the second leaf spring 213 are connected to the bracket 211 to form the leaf spring structure 21.

[0059] The bracket 211 is connected to the subframe 1, which can be that the bracket 211 is connected to the subframe 1 through connecting bolts or other connecting members, or that the bracket 211 is provided with connecting pins or other connecting structures, and the bracket 211 is connected to the subframe 1 through the connecting structures. The person skilled in the art can select the connection form of the bracket 211 and the subframe 1 according to the actual situation.

[0060] The bracket 211 can be arranged to extend along the left-right direction of the vehicle, and the first leaf spring 212 and the second leaf spring 213 are connected to both ends of the bracket 211 in the extending direction. The two ends of the first leaf spring 212 are connected to the bracket 211 and the steering knuckle 22 respectively, so that not only the force and vibration acting on the steering knuckle 22 can be transmitted to the subframe 1 from the bracket 211 via the buffering of the first leaf spring 212, but also the first leaf spring 212 can provide control force for the steering knuckle 22, which is conducive to maintaining the stability of the steering knuckle 22.

[0061] The second leaf spring 213 is connected to the bracket 211 at one end and is used to be connected to the upper body, for example, the longitudinal beam of the upper body, so as to buffer the force and vibration in the vertical direction acting on the upper body.

[0062] By arranging the second leaf spring 213 above the first leaf spring 212, the second leaf spring 213 is closer to the upper body than the first leaf spring 212, so that the connection between the second leaf spring 213 and the upper body is facilitated.

[0063] In some embodiments, the second leaf spring 213 and the first leaf spring 212 are arranged in a vertical direction and the second leaf spring 213 is above the first leaf spring 212. By arranging the second leaf spring 213 and the first leaf spring 212 in a vertical direction, the gap between the second leaf spring 213 and the first leaf spring 212 can provide sufficient deformation space for the deformation of the second leaf spring 213 and the first leaf spring 212 during deformation.

[0064] Exemplarily, one end of the bracket 211 is connected with the first leaf spring 212 and the second leaf spring 213 arranged in a spaced manner, and the other end of the bracket 211 is also connected with the first leaf spring 212 and the second leaf spring 213 arranged in a spaced manner, so that the leaf spring structure 21 is in a left-right symmetrical structure to be connected to the steering knuckles 22 located on the left and right sides of the subframe 1.

[0065] In some embodiments, the end of the second leaf spring 213 away from the bracket 211 is above the end of the bracket 211 close to the bracket 211.

[0066] By arranging the end of the second leaf spring 213 away from the bracket 211 above the end of the bracket 211 close to the bracket 211, the second leaf spring 213 is bent upward in a direction away from the bracket 211, so that the end of the second leaf spring 213 away from the bracket 211 can be conveniently connected to the body located on the upper side of the subframe 1.

[0067] Exemplarily, with reference to FIG. 3, the end of the second leaf spring 213 away from the bracket 211 is provided with a second connecting portion 2131, and the second connecting portion 2131 is provided with a connecting hole through which a connecting bolt is arranged to be connected to the upper body.

[0068] In some embodiments, the first plate spring 212 is provided with a first connecting portion 2121 at the end thereof away from the bracket 211, and the first connecting portion 2121 is provided with a connecting hole through which a connecting pin is connected to the knuckle 22.

[0069] In some embodiments, the cross-sectional area of the first plate spring 212 at the end thereof close to the bracket 211 is greater than the cross-sectional area of the first plate spring 212 at the end thereof away from the bracket 211.

[0070] The cross-sectional area of the first plate spring 212 at the end thereof close to the bracket 211 is greater than the cross-sectional area of the first plate spring 212 at the end thereof away from the bracket 211, which can be that the thickness of the first plate spring 212 at the end thereof close to the bracket 211 is greater than the thickness of the first plate spring 212 at the end thereof away from the bracket 211.

[0071] By setting the cross-sectional area of the first plate spring 212 at the end thereof close to the bracket 211 to be greater than the cross-sectional area of the first plate spring 212 at the end thereof away from the bracket 211, the plate spring structure 21 can provide greater deformation at both ends thereof in the left-right direction.

[0072] In some embodiments, the bracket 211 is provided with a bushing 214 clamped between the subframe 1 and the bracket 211.

[0073] By providing the bushing 214 on the bracket 211 and clamping the bushing 214 between the subframe 1 and the bracket 211, an elastic buffer component can be provided between the bracket 211 and the subframe 1 to prevent noise and wear when the bracket 211 and the subframe 1 move relative to each other.

[0074] For example, the bracket 211 can be provided with a mounting hole, and the bushing 214 can be interference-fitted into the mounting hole by crimping to achieve connection on the bracket 211.

[0075] In some embodiments, the subframe 1 is provided with a first through hole 11, the bushing 214 is provided with a second through hole 2141, and the bolt in the bolt assembly passes through the first through hole 11 and the second through hole 2141 to connect the subframe 1 and the bracket 211 by the bolt assembly.

[0076] For example, the bushing 214 can be a rubber bushing 214 or a polytetrafluoroethylene bushing 214.

[0077] In some embodiments, the first plate spring 212 and the second plate spring 213 are glass fiber structures.

[0078] The glass fiber structure can refer to a structure made of glass fiber. Since the glass fiber has the advantages of high mechanical strength and light weight, arranging the first leaf spring 212 and the second leaf spring 213 as the glass fiber structure not only facilitates the lightweight design of the chassis of the vehicle, but also facilitates the improvement of the elastic coefficient of the leaf spring structure 21. And by adjusting the elastic coefficient or spring stiffness of the leaf spring structure 21, especially by adjusting the elastic coefficient or spring stiffness of the first leaf spring 212 and the second leaf spring 213 by adjusting the cross-sectional parameters of the first leaf spring 212 and the second leaf spring 213, the matching of the first leaf spring 212 and the second leaf spring 213 can achieve the optimal effect of the frequency of the vehicle under different loadings.

[0079] Exemplarily, the bracket 211 can also be made of glass fiber, which is helpful to further improve the elastic coefficient of the leaf spring structure 21 and achieve the lightweight design of the chassis of the vehicle.

[0080] In some embodiments, the suspension 2 further comprises a plurality of control arms connected between the subframe 1 and the steering knuckle 22.

[0081] The control arm can be a component for providing a control force to the steering knuckle 22 to keep the steering knuckle 22 stable. By arranging a plurality of control arms connected between the subframe 1 and the steering knuckle 22, the steering knuckle 22 can be stabilized under the action of the plurality of control arms, which is helpful to improve the stability of the vehicle in driving.

[0082] In some embodiments, a plurality of connecting seats 221 are arranged on the outer circumferential surface of the steering knuckle 22, and the plurality of connecting seats 221 are arranged at intervals along the circumference of the steering knuckle 22, and the end of the control arm away from the subframe 1 is connected to the connecting seat 221.

[0083] The connecting seat 221 can be a seat structure arranged on the steering knuckle 22 for connecting with the control arm. By arranging a plurality of connecting seats 221 on the outer circumferential surface of the steering knuckle 22, the end of the control arm away from the subframe 1 is connected to the connecting seat 221, so that the control arm can be more firmly connected to the steering knuckle 22.

[0084] Exemplarily, the number of connecting seats 221 is consistent with the number of control arms, and the control arms are connected to the connecting seats 221 one by one. In some embodiments, the number of connecting seats 221 can be less than the number of control arms, and at least two control arms are connected to the same connecting seat 221.

[0085] The connection of the control arm to the subframe 1 and the steering knuckle 22 can be a movable connection, so that when the wheels can adapt to the jumping generated by moving on uneven road surface, the suspension 2 can play the effect of buffering and damping.

[0086] In some embodiments, the plurality of control arms comprises a front upper control arm 24, a front lower control arm 25 arranged at the lower side of the front upper control arm 24, and a rear upper control arm 26 arranged at the rear side of the front upper control arm 24.

[0087] The front upper control arm 24 and the rear upper control arm 26 in the plurality of control arms and the leaf spring structure 21 jointly control the change of the camber angle of the wheel during the jumping process and mainly bear the lateral force in the left-right direction transmitted by the wheel through the connection with the knuckle 22; the front lower control arm 25 arranged at the lower side of the front upper control arm 24 mainly bears the longitudinal force in the front-rear direction transmitted by the wheel.

[0088] The front upper control arm 24, the front lower control arm 25, and the rear upper control arm 26 jointly bear the load of the vehicle and support the rotation of the wheel, so that the wheel can be stable under the action of the driving force and the longitudinal force, and the wheel can exhibit toe-in effect under the action of the braking force and exhibit toe-in effect under the action of the lateral force, which is beneficial to improve the stability of the vehicle.

[0089] In some embodiments, the suspension 2 further comprises a tie rod 27, both ends of the tie rod 27 being connected to the subframe 1 and the knuckle 22, respectively.

[0090] The tie rod 27 can be a component for mainly controlling the change of the toe-in angle of the wheel during the jumping process. By connecting both ends of the tie rod 27 to the subframe 1 and the knuckle 22, respectively, the force of the tie rod 27 on the knuckle 22 can control the change of the toe-in angle to be within a reasonable range, which is beneficial to improve the stability of the vehicle.

[0091] In some embodiments, in the vertical direction, the projection of the shock absorber 23 at least partially overlaps the projection of the leaf spring structure 21.

[0092] By making the projection of the shock absorber 23 in the vertical direction at least partially overlap the projection of the leaf spring structure 21 in the vertical direction, the shock absorber 23 and the leaf spring structure 21 are stacked in the vertical direction, so that the cushioning effect of the shock absorber 23 and the leaf spring structure 21 in the vertical direction can be superimposed, which is beneficial to improve the cushioning capability of the suspension 2 to the impact and vibration in the vertical direction.

[0093] In some embodiments, the leaf spring structure 21 is connected to the lower side of the subframe 1.

[0094] By connecting the leaf spring structure 21 to the lower side of the subframe 1, the leaf spring structure 21 can be conveniently connected to the knuckles 22 arranged on both sides below the subframe 1.

[0095] Some embodiments of the present application also provide a vehicle comprising the chassis of the vehicle provided in the above technical solutions and an upper body, the upper body being connected to the subframe 1 of the chassis.

[0096] Due to the chassis of the vehicle provided by the technical scheme, the chassis and the upper body of the vehicle can be designed separately.

[0097] In some embodiments, the chassis further comprises an energy cabin comprising a frame and battery cells accommodated in the frame, and the subframe 1 is connected to the frame.

[0098] The energy cabin can refer to a part of the chassis comprising battery cells. The battery cells in the energy cabin are located in the frame, which can protect the battery cells.

[0099] In some embodiments, the upper body is detachably connected to the subframe 1.

[0100] By detachably connecting the upper body to the subframe 1, the subframe 1 can be conveniently detached from the upper body, which is conducive to the separate design of the chassis and the upper body of the vehicle.

[0101] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement to part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application, and they should be covered in the scope of the claims and the specification of the present application. Especially, as long as there is no structural conflict, each technical feature mentioned in each embodiment can be combined in any way. The present application is not limited to the specific embodiments disclosed in the text, but includes all technical solutions falling within the scope of the claims.

Claims

1. A chassis of a vehicle, comprising: subframe; The suspension includes a leaf spring structure, a steering knuckle and a shock absorber. The leaf spring structure connects the subframe and the steering knuckle. One end of the shock absorber is connected to the steering knuckle, and the shock absorber is tilted relative to the vertical direction.

2. The chassis of a vehicle according to claim 1, wherein: The angle between the arrangement direction of the shock absorber and the vertical direction is A, 20°≤A≤50°.

3. The chassis of a vehicle according to claim 2, wherein: 30°≤A≤40°。 4. The chassis of a vehicle according to any one of claims 1 to 3, wherein: The leaf spring structure includes a bracket, a first leaf spring and a second leaf spring. The bracket is connected to the subframe, the second leaf spring is located on the upper side of the first leaf spring, the two ends of the first leaf spring are respectively connected to the bracket and the steering knuckle, and one end of the second leaf spring is connected to the bracket.

5. The chassis of a vehicle according to claim 4, wherein: The end of the second leaf spring away from the bracket is located above the end close to the bracket.

6. The chassis of a vehicle according to claim 4 or 5, wherein: The cross-sectional area of ​​the end portion of the first leaf spring close to the bracket is larger than the cross-sectional area of ​​the end portion of the first leaf spring away from the bracket.

7. The chassis of a vehicle according to any one of claims 4 to 6, wherein: The bracket is provided with a bushing, and the bushing is clamped between the sub-frame and the bracket.

8. The chassis of a vehicle according to any one of claims 4 to 7, wherein: The first leaf spring and the second leaf spring are of fiberglass structure.

9. The chassis of a vehicle according to any one of claims 1 to 8, wherein: The suspension further includes a plurality of control arms connected between the subframe and the steering knuckle.

10. The chassis of a vehicle according to claim 9, wherein: The steering knuckle is provided with a plurality of connecting seats, and the end of the control arm away from the sub-frame is connected to the connecting seats.

11. The chassis of a vehicle according to claim 9 or 10, wherein: The plurality of control arms include a front upper control arm, a front lower control arm, and a rear upper control arm. The front lower control arm is arranged at the lower side of the front upper control arm, and the rear upper control arm is arranged at the rear side of the front upper control arm.

12. The chassis of a vehicle according to any one of claims 9 to 11, wherein: The suspension further includes a tie rod, both ends of which are connected to the sub-frame and the steering knuckle respectively.

13. The chassis of a vehicle according to any one of claims 1 to 12, wherein: In the vertical direction, a projection of the shock absorber at least partially overlaps with a projection of the leaf spring structure.

14. The chassis of a vehicle according to any one of claims 1 to 13, wherein: The leaf spring structure is connected to the lower side of the subframe.

15. A vehicle comprising: A chassis for a vehicle according to any one of claims 1 to 14; The upper vehicle body is connected to the subframe of the chassis.

16. The vehicle of claim 15, wherein: The chassis further includes an energy compartment including a frame and battery cells accommodated in the frame, and the subframe is connected to the frame.

17. A vehicle according to claim 15 or 16, wherein: The upper vehicle body is detachably connected to the sub-frame.

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