CN115556830A - Vehicle chassis and vehicles - Google Patents

Abstract

The invention relates to a vehicle chassis and a vehicle. The vehicle chassis includes the frame. The vehicle frame includes two longitudinal beams and a first transverse beam which are spaced apart and oppositely arranged. The first beam is connected between the two longitudinal beams and is hollow tubular. Compared with the traditional sheet metal beam, the bending rigidity of the above-mentioned vehicle chassis with the hollow tubular first beam is significantly improved. The two longitudinal beams can be connected rigidly and stably through the first beam. When the center of gravity of the carriage carried by the frame tends to shift due to vehicle acceleration and deceleration, turning or swinging, the stable connection of the first beam can effectively avoid single The longitudinal beam on one side rises sideways relative to the longitudinal beam on the other side, thereby preventing the vehicle from rolling and shaking. In this way, the driver can also safely drive the vehicle in the cab without being affected by the shaking of the vehicle body.

Description

Vehicle chassis and vehicles

technical field

The invention relates to the technical field of vehicle structures, in particular to a vehicle chassis and a vehicle.

Background technique

Unlike other agricultural products, fresh pork is hung inside the compartment for transportation after being slaughtered. Like fresh pork and products transported in similar ways, shaking will inevitably occur when the vehicle turns, accelerates or decelerates, or drives in complex road conditions. The overall center of gravity of the goods shifts repeatedly during the shaking process, which requires the vehicles transporting such products to have high anti-rolling ability.

Contents of the invention

Based on this, it is necessary to provide a vehicle chassis and a vehicle with excellent anti-roll performance for the above-mentioned problems.

A vehicle chassis, the vehicle chassis comprising a vehicle frame, the vehicle frame comprising:

two spaced and opposite stringers; and

The first beam is connected between the two longitudinal beams and is hollow tubular.

Compared with the traditional sheet metal crossbeam, the bending rigidity of the above-mentioned vehicle chassis with the hollow tubular first crossbeam is significantly improved. The two longitudinal beams can be rigidly and stably connected through the first beam. When the center of gravity of the carriage carried by the frame tends to shift due to vehicle acceleration and deceleration, turning or swinging, the stable connection of the first beam can effectively avoid single The longitudinal beam on one side rises sideways relative to the longitudinal beam on the other side, thereby preventing the vehicle from rolling and shaking.

In one of the embodiments, the vehicle chassis further includes a suspension for fixing the axle under the vehicle frame, the suspension includes two brackets and tie rods, and the two brackets are respectively connected to the two The longitudinal beams are connected, and the tie rods are connected between the two supports.

In one of the embodiments, the suspension further includes a thrust rod, and the thrust rod includes a force receiving end and a force application end, the force reception end is connected to the axle, and the force application end is connected to the first beam.

In one embodiment, the thrust rod is a V-shaped rod, the force-receiving end is the first end formed by bending the V-shaped rod away from its own opening, and the force-applying end is the V-shaped rod located at The two second ends at the opening.

In one of the embodiments, the first beam includes a pipe body and a connecting piece, and the connecting piece is located on the side of the pipe body facing the force applying end, and is used for connecting the force applying end.

In one of the embodiments, the first beam further includes fixed end plates, the fixed end plates are arranged at both ends of the tube body and extend outward along the radial direction of the tube body to form a connection with two The fixed end face of the stringer connection.

In one of the embodiments, the first beam is integrally formed.

In one of the embodiments, the support includes a support arm, a longitudinal arm and a shock absorbing mechanism, one end of the support arm and the shock absorbing mechanism is connected to the longitudinal beam, and the other end extends downward away from the longitudinal beam , the trailing arm is connected between the support arm and the end of the damping mechanism away from the trailing beam, and the axle is fixed on the trailing arm.

In one of the embodiments, the vehicle frame further includes a second crossbeam, which is connected between the two longitudinal beams and is in the shape of a hollow circular tube.

A vehicle includes the above-mentioned vehicle chassis.

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings that need to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description are only These are some embodiments of the present application. Those skilled in the art can also obtain other drawings based on these drawings without creative work.

Fig. 1 is a partial structural schematic diagram of a vehicle chassis in an embodiment of the present invention;

Fig. 2 is the schematic diagram of the assembly structure of the longitudinal beam, the first crossbeam and the second crossbeam in the vehicle chassis shown in Fig. 1;

Fig. 3 is a structural schematic diagram of a first beam in the vehicle chassis shown in Fig. 1;

Fig. 4 is a schematic structural view of the suspension in the vehicle chassis shown in Fig. 1;

Fig. 5 is a schematic structural diagram of a second beam in the vehicle chassis shown in Fig. 1 .

Explanation of reference numerals: 100, vehicle chassis; 10, vehicle frame; 11, longitudinal beam; 111, connection hole; 13, first beam; 131, pipe body; 133, connector; 135, fixed end plate; 15, the first Two beams; 30, suspension; 31, support; 311, support arm; 313, longitudinal arm; 315, damping mechanism; 3151, air bag; 3153, shock absorber; 33, tie rod; 35, V-shaped bar; 351 , the first end; 353, the second end; 355, the sub-rod; 357, the pin shaft; 3571, the assembly end; 200, the axle; S, the fixed end face.

detailed description

In order to make the above-mentioned purpose, features and advantages of the present invention more obvious and understandable, the specific embodiments of the present invention will be described in detail below in conjunction with the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. However, the present invention can be implemented in many other ways different from those described here, and those skilled in the art can make similar improvements without departing from the connotation of the present invention, so the present invention is not limited by the specific embodiments disclosed below.

In describing the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", " Back", "Left", "Right", "Vertical", "Horizontal", "Top", "Bottom", "Inner", "Outer", "Clockwise", "Counterclockwise", "Axial" , "radial", "circumferential" and other indicated orientations or positional relationships are based on the orientations or positional relationships shown in the drawings, which are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying the referred device or Elements must have certain orientations, be constructed and operate in certain orientations, and therefore should not be construed as limitations on the invention.

In addition, the terms "first" and "second" are used for descriptive purposes only, and should not be understood as indicating or implying relative importance or implicitly specifying the quantity of indicated technical features. Thus, the features defined as "first" and "second" may explicitly or implicitly include at least one of these features. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

In the present invention, unless otherwise clearly specified and limited, terms such as "installation", "connection", "connection" and "fixation" should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection , or integrated; it may be mechanically connected or electrically connected; it may be directly connected or indirectly connected through an intermediary, and it may be the internal communication of two components or the interaction relationship between two components, unless otherwise specified limit. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

In the present invention, unless otherwise clearly specified and limited, the first feature may be in direct contact with the first feature or the first and second feature may be in direct contact with the second feature through an intermediary. touch. Moreover, "above", "above" and "above" the first feature on the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature. "Below", "beneath" and "beneath" the first feature may mean that the first feature is directly below or obliquely below the second feature, or simply mean that the first feature is less horizontally than the second feature.

It should be noted that when an element is referred to as being "fixed on" or "disposed on" another element, it can be directly on the other element or there can also be an intervening element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions are used herein for purposes of illustration only and are not intended to represent the only embodiments.

Referring to FIG. 1 to FIG. 3 , an embodiment of the present invention provides a vehicle chassis 100 including a vehicle frame 10 . The vehicle frame 10 includes two longitudinal beams 11 and a first cross beam 13 that are spaced apart and opposite to each other. The first beam 13 is connected between the two longitudinal beams 11 and is hollow tubular.

It can be understood that the two longitudinal beams 11 are arranged symmetrically, and the two ends of the first cross beam 13 are respectively fixedly connected to the inner sides of the two longitudinal beams 11, and the connection methods include but not limited to bolt connection, riveting and welding. In this way, the two longitudinal beams 11 are fixedly connected through the first cross beam 13 . In terms of its own structure, the first crossbeam 13 is hollow, which can ensure the light weight of the structure while having excellent bending resistance, and prevent the occurrence of rollover. The cross section of the first beam 13 can be square, circular, polygonal and so on. In addition, the number of the first beams 13 can be determined according to the specifications of the vehicle, requirements for anti-roll strength, etc., and is not specifically limited here.

The above-mentioned vehicle chassis 100 has a hollow tubular first crossbeam 13, compared with traditional sheet metal crossbeams, its bending rigidity is significantly improved. The two longitudinal beams 11 can be rigidly and stably connected through the first beam 13. When the center of gravity of the compartment carried by the vehicle frame 10 tends to shift due to acceleration and deceleration, turning or swinging of the vehicle, the stable connection of the first beam 13 can It effectively prevents the side beam 11 on one side from rising sideways relative to the side beam 11 on the other side, thereby preventing the vehicle from rolling and shaking. In this way, the driver can also safely drive the vehicle in the cab without being affected by the body shaking.

Please also refer to FIG. 4 , in some embodiments, the vehicle chassis 100 also includes a suspension 30 for fixing the axle 200 below the vehicle frame 10 , the suspension 30 includes two brackets 31 and tie rods 33 , two The brackets 31 are respectively connected to the two longitudinal beams 11 , and the tie rod 33 is connected between the two brackets 31 .

The lower part of the vehicle frame 10 refers to the lower part of the vehicle in the height direction, that is, the side of the vehicle frame 10 close to the road surface. The tie rod 33 is a circular tubular structure with a diameter of 80mm-100mm. Specifically, the diameter of the tie rod 33 is 90mm and is made of No. 45 steel.

The axle 200 is fixed below the vehicle frame 10 through the suspension 30 , the wheels are arranged on both sides of the axle 200 , and the two brackets 31 of the suspension 30 are respectively connected to the two longitudinal beams 11 . On this basis, the tie rod 33 is connected between the two brackets 31, which not only enhances the overall structural strength of the suspension 30, but also indirectly connects to the two longitudinal beams through two brackets 31 fixed to the longitudinal beams 11. 11, it can also play a role in enhancing the connection strength between the longitudinal beams 11. In other words, if the two longitudinal beams 11 want to move relative to each other, both the fixing effect of the first beam 13 and the fixing effect of the tie rod 33 through the bracket 31 must be overcome. In this way, the connection between the longitudinal beams 11 is more stable, and the anti-rolling ability is stronger.

Further, the suspension 30 also includes a thrust rod, the thrust rod includes a force receiving end and a force applying end, the force receiving end is connected with the axle 200, and the force applying end is connected with the first beam 13.

When the axle 200 fixed by the suspension 30 is a drive axle, it generates driving force to drive the vehicle forward. When the axle 200 moves through the wheels, it will apply a thrust or pull to the force end of the thrust rod, and the thrust rod will transmit the force to the first beam 13 through the force end, and then become the force that drives the vehicle frame 10 to move. Specifically, the vehicle axle 200 includes an axle housing, and the force-bearing end of the thrust rod is fixed on the axle housing.

Specifically, the first beam 13 is installed on the rear axle portion of the longitudinal beam away from the driver's cab, that is, it is installed corresponding to the position of the rear drive axle. Longitudinal beam 11 is more prone to large swings here, and is also susceptible to the impact of driving axle 200. Installing first beam 13 here can strengthen its anti-rolling ability in a targeted manner.

Furthermore, the thrust rod is a V-shaped rod 35, the force-receiving end is the first end 351 formed by bending the V-shaped rod 35 away from its own opening, and the force-applying end is the two second ends 353 of the V-shaped rod 35 located at the opening. . The two second ends 353 are connected to the two ends of the first beam 13 respectively.

The V-shaped bar 35 can also be regarded as being connected by two sub-bars 355 intersecting in the longitudinal direction.

On the one hand, the two second ends 353 apply force to the two ends of the first cross beam 13, which can avoid the stress of the first cross beam 13 from being too concentrated, and the two ends of the first cross beam 13 are fixed on the longitudinal beam 11. The smaller the torque generated by the force, the greater the push and pull force it can withstand. On the other hand, since the axle 200 is at a relatively stable height relative to the road surface through the wheels, the position of the first end 351 fixed to the axle 200 is also relatively fixed, and when the vehicle frame 10 rolls, it must pass through the first beam 13 drives the two second ends 353 to rotate relatively. When the first end 351 is relatively fixed, the V-shaped rod 35 is twisted under the drive of the two second ends 353 to generate a reverse elastic force. This elastic force Just will produce resistance to the continuation roll of vehicle frame 10. It can be understood that in some other embodiments, the thrust rod can also be in other shapes that can play a similar role, such as U-shaped and so on.

In some embodiments, the bracket 31 includes a support arm 311, a longitudinal arm 313, and a shock absorbing mechanism 315. One end of the support arm 311 and the shock absorbing mechanism 315 is connected to the longitudinal beam 11, and the other end extends downward away from the longitudinal beam 11. The longitudinal arm 313 is connected between the support arm 311 and the end of the shock absorbing mechanism 315 away from the longitudinal beam 11 , and the axle 200 is fixed on the longitudinal arm 313 .

The shock absorbing mechanism 315 can expand and contract to change the distance between the two ends as the force changes, and the axle 200 fixed on the trailing arm 313 can follow the stretching of the shock absorbing mechanism 315 through the end of the trailing arm 313 connected to the shock absorbing mechanism 315. Move relative to the vehicle frame 10. It can be understood that, in order to obtain a larger relative movement range between the vehicle axle 200 and the vehicle frame 10, the installation position of the vehicle axle 200 on the trailing arm 313 is close to the end where the trailing arm 313 is connected to the shock absorbing mechanism 315.

When the vehicle travels through a bumpy road section, especially when the height of the road surface of the wheels on both sides varies greatly, the distance between the two longitudinal beams 11 of the vehicle frame 10 and the axle 200 can be adjusted in real time through the shock absorbing mechanism 315, so that the two longitudinal beams 11 Try to maintain near the same level to avoid the entire vehicle frame 10 from tilting. For example, when the right side wheel of the vehicle travels through a small section of raised road surface higher than the left side wheel, the entire axle 200 will tilt and the right side will be raised, and the compression degree of the right shock absorbing mechanism 315 is higher than that of the left side. Therefore, although the right side of the axle 200 is raised, the two longitudinal beams 11 can still be maintained at approximately the same level through the adjustment of the damping mechanism 315 to avoid rollover. Thanks to the fact that the longitudinal beam 11 remains relatively stable under the effect of the shock absorbing mechanism 315, the goods in the cargo box on the longitudinal beam 11 can also avoid bumping damage.

Further, the shock absorbing mechanism 315 includes an air bag 3151 and a shock absorber 3153 arranged side by side, both of which can play a shock absorbing effect. The shock absorber 3153 can be a cylinder-type hydraulic shock absorber 3153, which together with the airbag 3151 exerts a shock-absorbing effect, can cope with various vibration scenarios, and has reliable shock-absorbing performance.

Please refer to 3 again, in some embodiments, the first beam 13 includes a pipe body 131 and a connecting piece 133 . The connecting piece 133 is located on the side of the pipe body 131 facing the force application end of the thrust rod, and is used to connect the force application end of the thrust rod.

The connecting piece 133 is arranged on the side of the pipe body 131 facing the force application end, which can reduce the difficulty of installation between the force application end of the thrust rod and the first crossbeam 13, and also avoid the direct installation of the force application end on the pipe body 131 and the original structure of the pipe body 131. damage to the structure, affecting its strength. It can be understood that the connection piece 133 is in a fixed connection with the pipe body 131.

Further, the connecting piece 133 is configured with a mounting surface perpendicular to the longitudinal direction of the thrust rod, and the force end of the thrust rod is fixed on the mounting surface by bolts, riveting or welding. Specifically, in one embodiment, both ends of the pipe body 131 are provided with connectors 133, and the connectors 133 at both ends are respectively connected to the two second ends 353 of the V-shaped rod 35, and the mounting surface of the connectors 133 is perpendicular to the The longitudinal direction of the sub-bar 355.

On the one hand, the mounting surface perpendicular to the longitudinal direction of the thrust rod facilitates the fixing of the force application end of the thrust rod by the above-mentioned method. On the other hand, since the direction in which the thrust rod transmits the push-pull force is its own longitudinal direction, the mounting surface perpendicular to the longitudinal direction of the thrust rod can better bear force.

Specifically, the second end 353 of the V-shaped rod 35 is pierced with a pin shaft 357 that can rotate relative thereto. The second end 353 is rotatably connected to the connecting member 133 through a pin shaft 357 . It can be understood that, in order to cooperate with the two ends of the pin shaft 357 located on both sides of the second end 353 of the V-shaped rod 35 respectively, the connecting member 133 includes two sub-parts respectively matched with the two assembly ends 3571, and there is a gap between the two sub-parts. Avoid the gap at the end of the V-shaped bar 35. Similarly, the first end 351 of the V-shaped rod 35 is rotatably connected with the axle housing of the vehicle axle 200 through the pin shaft 357 in a similar manner. In this way, the V-shaped bar 35 can accommodate the relative movement of the axle 200 relative to the frame 10 .

Further, the first beam 13 also includes fixed end plates 135, which are arranged at both ends of the tube body 131 and extend outward along the radial direction of the tube body 131 to form fixed end faces for connecting with the two longitudinal beams 11. S.

In other words, the fixed end plates 135 protrude outward relative to the tube body 131 at both ends of the tube body 131 to form a fixed end surface S for mounting bolts, riveting or welding. The support arm 311 of the support 31 can be installed on the inner and outer sides of the same position of the longitudinal beam 11 correspondingly with the fixed end plate 135, and the structure of the installation position is strengthened.

Furthermore, the first beam 13 is integrally formed. Its integrated molding can be realized by casting, stamping and other methods.

The one-piece manufacturing method can simplify the production steps of the first crossbeam 13, and the integrated design of the parts of the first crossbeam 13 makes the connection between the parts reliable, and at the same time saves the process of assembling the first crossbeam 13. It is convenient to uniformly control the overall size and improve the coordination with other components. In a specific embodiment, the first crossbeam 13 is integrally formed by casting, which is suitable for the production of hollow workpieces, and the first crossbeam 13 can be mass-produced after the casting mold is made.

Specifically, the diameter of the first beam 13 is 90mm-130mm, the wall thickness is 8mm-12mm, and adopts high-grade nodular cast iron casting. The cross-section of the longitudinal beam 11 is groove-shaped, and the notches of the two longitudinal beams 11 are arranged opposite to each other, and are made of steel plates with a thickness of 6mm-8mm. In a specific embodiment, the diameter of the first crossbeam 13 is 110mm, and the wall thickness is 10mm. The longitudinal beam 11 is made of a steel plate with a thickness of 7mm and a yield strength of 500Mpa. There are openings on the steel plate for connecting the first crossbeam 13 and the first crossbeam 13. The connecting holes 111 of the two beams 15 and the suspension 30. Understandably, in some other embodiments, the size and material of the first beam 13 and the longitudinal beam 11 can be adjusted adaptively, which is not specifically limited here.

Please refer to FIG. 5 together. In some embodiments, the vehicle frame 10 further includes a second beam 15, which is connected between the two longitudinal beams 11 and is in the shape of a hollow tube.

Similarly, the end of the second beam 15 can also form an end plate protruding in the radial direction to form a fixing end plate.

The second beam 15 of the circular tube structure can also improve the anti-rolling ability while ensuring its own lightweight. In addition, based on the foregoing, it can be seen that the installation position and quantity of the first crossbeam 13 sometimes need to take into account the installation of the suspension 30. At the same time, in some cases, the form of the first crossbeam 13 should also facilitate cooperation with the thrust rod. In contrast, the second crossbeam 15 can be flexibly installed in a suitable position as a supplement to the original first crossbeam 13 only from the perspective of anti-rolling, such as the position where the vehicle frame 10 is not installed with the axle 200, so as to Improve the anti-rolling ability of vehicle frame 10. Simultaneously, the second beam 15 does not need to cooperate with the suspension 30, and its shape also can be a circular tube, which has strong bending resistance.

The above-mentioned vehicle chassis 100 can firstly install the first crossbeam 13 and the second crossbeam 15 between two opposite longitudinal beams 11 during assembly, and the first crossbeam 13 and the second crossbeam 15 are both hollow, which are lightweight Provides a strong and stable connection for the two longitudinal beams 11 on the basis of the foundation, and restrains the lateral rise of the longitudinal beam 11 on one side. Then, the two brackets 31 of the suspension 30 are respectively installed on the two longitudinal beams 11 through the respective support arms 311 and the shock absorbing mechanism 315, and the vehicle axle 200 can pass through the longitudinal gap between the support arms 311 and the shock absorbing mechanism 315. The arm 313 is installed under the vehicle frame 10. When the axle 200 drives over an uneven road surface, the distance between the axle 200 and the longitudinal beams 11 on both sides is adjusted through the expansion and contraction of the shock absorbing mechanism 315, so as to keep the longitudinal beams 11 on both sides roughly at the same position. level height. Finally, the first end 351 of the V-shaped bar 35 of the suspension 30 is connected to the axle 200, and the second end 353 is connected to the first beam 13. The V-shaped bar 35 can also provide a The anti-torsional force that prevents the vehicle frame 10 from twisting relative to the road surface. Generally speaking, the structure of the vehicle chassis 100 is simple, and the assembly of the parts themselves and between the parts is not difficult. The vehicle frame 10 formed by assembling the longitudinal beam 11, the first beam 13 and the second beam 15 has high strength and strong anti-rolling ability. .

The present invention also provides a vehicle (not shown in the figure), including the above-mentioned vehicle chassis 100 . Since the vehicle chassis 100 has the above beneficial effects, the vehicle has corresponding beneficial effects. Because the vehicle has excellent anti-roll performance, it can effectively avoid the roll caused by the shaking of the cargo, and the driver can avoid the interference of the body shaking when driving, and can drive the vehicle more attentively, and the vehicle can also drive more smoothly.

The technical features of the above-mentioned embodiments can be combined arbitrarily. To make the description concise, all possible combinations of the technical features in the above-mentioned embodiments are not described. However, as long as there is no contradiction in the combination of these technical features, should be considered as within the scope of this specification.

The above-mentioned embodiments only express several implementation modes of the present invention, and the descriptions thereof are relatively specific and detailed, but should not be construed as limiting the scope of the patent for the invention. It should be noted that for those skilled in the art, without departing from the concept of the present invention, several modifications and improvements can be made, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the patent for the present invention should be based on the appended claims.

Claims (10)

1. A vehicle chassis (100), characterized in that the vehicle chassis (100) comprises a frame (10), the frame (10) comprising:

two longitudinal beams (11) which are arranged at intervals and oppositely; and

and the first cross beam (13) is connected between the two longitudinal beams (11) and is in a hollow tubular shape.

2. The vehicle chassis (100) according to claim 1, wherein the vehicle chassis (100) further comprises a suspension (30) for fixing a vehicle axle (200) under the vehicle frame (10), the suspension (30) comprises two brackets (31) and a tie rod (33), the two brackets (31) are respectively connected with the two longitudinal beams (11), and the tie rod (33) is connected between the two brackets (31).

3. The vehicle chassis (100) of claim 2, wherein the suspension (30) further comprises a thrust rod comprising a force bearing end and a force application end, the force bearing end being connected with the axle (200), the force application end being connected with the first cross member (13).

4. The vehicle chassis (100) of claim 3, wherein the thrust bar is a V-shaped bar (35), the force-bearing end is a first end (351) of the V-shaped bar (35) formed by bending away from the opening of the V-shaped bar, and the force-applying ends are two second ends (353) of the V-shaped bar (35) located at the opening.

5. The vehicle chassis (100) according to claim 3, wherein the first cross member (13) comprises a tube (131) and a connector (133), the connector (133) being located on a side of the tube (131) facing the force application end for connecting the force application end.

6. The vehicle chassis (100) according to claim 5, wherein the first cross member (13) further comprises a fixed end plate (135), the fixed end plate (135) is provided at both ends of the tube body (131) and extends outward in a radial direction of the tube body (131) to form a fixed end surface (S) for connecting with the two longitudinal beams (11).

7. The vehicle chassis (100) of claim 6, wherein the first cross member (13) is integrally formed.

8. The vehicle chassis (100) according to claim 2, wherein the bracket (31) comprises a support arm (311), a trailing arm (313) and a shock absorbing mechanism (315), the support arm (311) and the shock absorbing mechanism (315) are connected to the longitudinal beam (11) at one end and extend downwards away from the longitudinal beam (11) at the other end, the trailing arm (313) is connected between the support arm (311) and the shock absorbing mechanism (315) at one end away from the longitudinal beam (11), and the axle (200) is fixed on the trailing arm (313).

9. The vehicle chassis (100) according to claim 1, wherein the frame (10) further comprises a second cross member (15), the second cross member (15) being connected between the two longitudinal members (11) and being hollow and tubular.

10. A vehicle, characterized in that the vehicle comprises a vehicle chassis (100) according to any of claims 1-9.

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