Electric vehicle body

Abstract

The present invention relates to an electric vehicle body capable of minimizing intrusion of a collision load into a passenger space and a battery space during a front-end or rear-end collision, and including a front side member having one side coupled to a front bumper beam and the other branched into a first branch portion and a second branch portion, a first front cross member coupled to the first branch portion and the second branch portion, a side seal coupled to the second branch portion, a front sub frame coupled to the front side member, and a battery case including a reinforcing member extending in a longitudinal direction of the vehicle body and coupled to the side seal and the first front cross member, wherein a coupling position of the first branch portion and the first front cross member and a first coupling position of the first branch portion and the front sub frame can overlap with an imaginary cross section formed by extending a cross section of the reinforcing member in the longitudinal direction of the vehicle body.

Description

Technical Field

[0001] This disclosure relates to an electric vehicle body capable of effectively responding to frontal or rear-end collisions. Background Technology

[0002] Basically, in the case of electric vehicles, the vehicle minimizes the transfer of load to the passenger compartment or battery compartment by absorbing as much collision energy as possible during a frontal or rear-end collision.

[0003] Therefore, the intrusion-proof area of ​​the vehicle body is designed to be very robust, and this area must suppress the intrusion of collision loads and prevent deformation. In the case of electric vehicles, very strong and thick materials must be applied to the components around the battery space, which increases the weight of the vehicle body.

[0004] (Patent Document 1) JP 5698581 B2. Summary of the Invention

[0005] Technical issues

[0006] One aspect of this disclosure is to provide an electric vehicle body capable of minimizing the intrusion of collision loads into the passenger space and battery space during a frontal or rear-end collision.

[0007] Solution to the problem

[0008] According to one aspect of this disclosure, an electric vehicle body includes: a front side member having one side portion connected to a front bumper beam and another side portion branching into a first branch portion and a second branch portion; a first front crossbeam extending in the width direction of the vehicle body and connected to the first branch portion and the second branch portion; a side seal extending in the longitudinal direction of the vehicle body and connected to the second branch portion; a front subframe connected to the front side member; and a battery box including a reinforcing member extending in the longitudinal direction of the vehicle body and connected to the first front crossbeam and the side seal, wherein the connection position of the first branch portion and the first front crossbeam and the first connection position of the first branch portion and the front subframe can overlap with an imaginary cross-section formed by extending the cross-section of the reinforcing member in the longitudinal direction of the vehicle body.

[0009] According to another aspect of this disclosure, an electric vehicle body includes: a rear side member having a side portion connected to a rear bumper beam; a first rear cross member extending in the width direction of the vehicle body and connected to the rear side member; a side seal extending in the longitudinal direction of the vehicle body and connected to the rear side member; a rear subframe having a side portion connected to the rear side member and another side portion connected to the first rear cross member; and a battery box including a reinforcing member extending in the longitudinal direction of the vehicle body and connected to the first rear cross member and the side seal, wherein a fourth connection position of the rear subframe and the first rear cross member may overlap with an imaginary cross section formed by extending the cross section of the reinforcing member in the longitudinal direction of the vehicle body.

[0010] Beneficial effects of the present invention

[0011] As described above, according to this disclosure, by constructing the reinforcing member of the battery box as a path and direct load support member for collision loads, the intrusion and deformation of collision loads can be effectively suppressed, and weight can be reduced by distributing the load from the vehicle body during front-end or rear-end collisions. Attached Figure Description

[0012] Figure 1 This is an exploded perspective view of an electric vehicle body according to an embodiment of the present disclosure.

[0013] Figure 2 This is a bottom view of an electric vehicle body according to an embodiment of the present disclosure, showing the state before the battery box and subframe are attached.

[0014] Figure 3 The illustration shows a side view of an electric vehicle body according to an embodiment of the present disclosure, illustrating the state before the battery box and subframe are attached.

[0015] Figure 4 This is a bottom view of an electric vehicle body according to an embodiment of the present disclosure, showing the battery box and subframe attached.

[0016] Figure 5 It is along Figure 4 The cross-sectional view taken by line AA illustrates the state in which the battery box and subframe are attached.

[0017] Figure 6 and Figure 7 This is an enlarged perspective view illustrating the connection between the first front cross member of an electric vehicle body and the battery box according to an embodiment of the present disclosure.

[0018] Figure 8 yes Figure 4 The corresponding view is used to illustrate the path of the collision load.

[0019] Figure 9 yes Figure 5 The corresponding view is used to illustrate the path of the collision load.

[0020] Figure 10 yes Figure 5 A magnified view of a portion of the image. Detailed Implementation

[0021] Within the vehicle body, there can be an energy absorption area that absorbs collision energy to the maximum extent during a frontal or rear-end collision, as well as an intrusion prevention area that serves as a passenger space and battery space to suppress the intrusion of collision loads and prevent deformation.

[0022] The energy absorption zone is designed to be relatively weak to induce deformation, thereby preventing collision loads from being transferred to the intrusion-proof zone. On the other hand, the intrusion-proof zone should be designed to be relatively robust so that it does not deform, thus protecting the passenger compartment and battery compartment.

[0023] Therefore, the load can be distributed most effectively by increasing the number of load-bearing components. However, in the case of a normal electric vehicle, since the intrusion prevention area is the space where the battery must be installed, deformation must be prevented only by the components surrounding the battery space, without the need to form load-bearing components.

[0024] As mentioned above, in order for the components surrounding the battery space to support collision loads and suppress intrusion, very strong and thick materials must be applied to the components, which becomes a factor in increasing the weight of the vehicle body.

[0025] In this disclosure, by using a battery box as a load-bearing member for protection, deviating from the above general concept, a method is proposed that can achieve an effect equivalent to that of a configuration in which the load-bearing member is placed in an intrusion-proof area.

[0026] The present disclosure will be explained in detail below with reference to the exemplary accompanying drawings. When adding reference numerals to the components in each drawing, it should be noted that even if the same component is shown in different drawings, the same component should be labeled with the same reference numerals as much as possible.

[0027] In the following description, the terms “front,” “rear,” “rear,” “front and back,” “above,” “below,” “left and right,” “inner,” “outer,” “inner side,” “outer side,” etc., are defined based on the vehicle or the vehicle body.

[0028] In this specification, electric vehicles refer to various vehicles that receive power from batteries and move objects, such as people, animals, or objects, from a point of origin to a destination. These vehicles are not limited to those that travel on roads or tracks.

[0029] Figure 1 This is an exploded perspective view of an electric vehicle body according to an embodiment of the present disclosure. Figure 2 This is a bottom view illustrating an electric vehicle body according to an embodiment of the present disclosure, and Figure 3 This is a side view, illustrating the state before the battery compartment and subframe are attached. Figure 4 This is a bottom view illustrating an electric vehicle body according to an embodiment of the present disclosure, and Figure 5 It is along Figure 4 The cross-sectional view taken by line AA illustrates the state in which the battery box and subframe are attached.

[0030] The frame structure of the vehicle body may include side members and multiple transverse members. The side members extend along the longitudinal direction (X) of the vehicle and form the side surface of the vehicle body. The multiple transverse members extend along the width direction (Y) of the vehicle and connect to the two side members.

[0031] Multiple transverse members can be connected to the side members at intervals from the front end to the rear end of the vehicle body, and the side members can be referred to as front side member 110, rear side member 210, etc., depending on the position where the transverse members are connected or their position relative to the floor panel (not shown). Meanwhile, side seals 300 can be provided on the side surface of the vehicle to protect the passenger space during a side collision and to form the external shape of the side surface.

[0032] like Figure 1 As shown, the battery box 400 can be installed in the middle of the electric vehicle body according to an embodiment of the present disclosure, and for this purpose, a battery space 40 for installing the battery box is provided in the electric vehicle body. The battery box may include a plurality of battery cells 401 capable of being charged and discharged.

[0033] Above the battery space 40, a floor panel can be installed to separate the passenger space where passengers sit.

[0034] For ease of understanding, Figure 2 The illustration shows the battery space 40, the intrusion-proof area 10 of the passenger space, and the energy absorption areas 20 and 30 located in front of and behind the intrusion-proof area.

[0035] As in Figures 2 to 5 As illustrated in more detail, the electric vehicle body according to embodiments of the present disclosure may include a front side member 110, a first front cross member 120, a side seal 300, a front subframe 150, and a battery box 400.

[0036] The front members 110 can be arranged in pairs, can extend along the longitudinal direction (X) of the vehicle body, and can be respectively arranged on the left and right sides of the width direction (Y) of the vehicle body.

[0037] For example, the front member 110 may be configured to be inclined to form a non-right angle rather than parallel to the centerline O extending in the longitudinal direction (X) of the vehicle body. More specifically, the two front members 110 may be configured to be closer to each other as they approach the rear.

[0038] The front component 110 is set at an angle because the front bumper beam 60 (see...) Figure 2 Both ends of the front member have a curvature towards the rear, causing the impact load applied to the front member to enter at an angle. Therefore, by setting the angle of the front member to be almost parallel to the direction of the impact member, the impact load can be received to the maximum extent possible.

[0039] Additionally, the front member 110 can be connected to the front bumper beam such that the center point of the connection to one end of the front bumper beam 60, i.e. the front end, is located at a position between 20% and more than 30% of the entire vehicle width from the outside to the inside.

[0040] For example, when the front side member 110 is connected to the front bumper beam 60 at a position corresponding to 25% of the entire vehicle width from the outside to the inside, the front side member can resist the collision load during a small overlap collision (when an obstacle is used to collide with only 25% of the entire vehicle width on the driver's or passenger's side at a speed of 64 km / h).

[0041] The front side member 110 can effectively transfer the collision load applied to the front side member from the front bumper beam 60 to the vehicle body via the first front cross member 120, etc. In addition, during a small overlap collision, the front side member can, for example, play a role in shaping the width direction (Y) behavior of the vehicle.

[0042] For convenience, only one of the two front members 110 will be described below. It should be noted that the other of the two front members may be arranged symmetrically, and configurations of symmetrically described front members will be included.

[0043] The front member 110 may include a front portion 111, a first branch portion 112 branching from the front portion, and a second branch portion 113.

[0044] The front portion 111 is a member that forms the front portion of the front side member 110 and extends in a straight line. One end of the front portion, i.e. the front end, can be connected to the front bumper beam 60, and the other end of the front portion, i.e. the rear end, can be connected to the first branch portion 112 or the second branch portion 113, or the first branch portion and the second branch portion.

[0045] The front portion 111 may be formed by a tubular member having a cross-sectional shape such as a square, but the implementation is not limited thereto, and the front portion 111 may be formed by a member formed by a single plate material having a cross-sectional shape that is bent or bent into an open cross-section, or by a member formed by combining two or more plate materials.

[0046] The front portion 111 can be formed of, for example, a metallic material, such as steel, and can be molded by pressing, stamping, bending, rolling, or a combination thereof.

[0047] More specifically, the front portion 111 may be formed of sheet material, such as 980XF (super formable) steel with a thickness of about 1.5 mm to 1.7 mm produced by the applicant. Here, 980XF steel is a type of steel that has a tensile strength of 980 MPa or greater and a yield strength of 600 MPa or greater and exhibits high elongation.

[0048] The first branch portion 112 branches off from the other end of the front portion 111 along a first direction. The first branch portion can form the rear inner member of the front member 110. Therefore, one end of the first branch portion, i.e. the front end, can be connected to the other end of the front portion.

[0049] The first branch portion 112 may be formed, for example, by a tubular member having a cross-sectional shape such as a square, but embodiments of the present disclosure are not limited thereto, and the first branch portion 112 may be formed by a member formed of a single plate material having a cross-sectional shape that is bent or folded into an open cross-section, or by a member formed by combining two or more plate materials.

[0050] The other side of the first branch portion 112 can be connected to the front surface of the first front cross member 120 and the front surface of the instrument panel 130 extending in the width direction (Y) of the vehicle body.

[0051] Additionally, the other side of the first branch portion 112 can be bent downwards, thereby forming the curved portion 114 (see...). Figure 5The curved portion may contact the front surface of the instrument panel 130, and one side surface of the end of the curved portion may make surface contact with the front surface of the first front cross member 120, and may be fixed to the first front cross member 120 by, for example, welding.

[0052] In the electric vehicle body according to an embodiment of the present disclosure, the connection position P of the first branch portion 112 and the first front cross member 120 can be determined according to the number of partitioned spaces within the battery box 400.

[0053] For example, when the space within the battery compartment 400 is divided into three parts, the connection point P between the first branch portion 112 and the first front cross member 120 can be aligned to correspond to one-third of the length of the battery compartment in the width direction (Y) from the side frame 420 of the battery compartment, which will be described later. When the space within the battery compartment is divided into four parts, the connection point P between the first branch portion and the first front cross member can be aligned to correspond to one-quarter of the length of the battery compartment in the width direction (Y) from the side frame of the battery compartment.

[0054] The first branch portion 112 can be molded continuously and integrally with the front portion 111, and can extend linearly along the front portion 111. The accompanying drawings illustrate an example of the first branch portion extending in a straight line from the front portion, but the implementation of the first branch portion is not limited to this. For this configuration extending as described above, the first branch portion can have a cross-sectional shape corresponding to the cross-sectional shape of the front portion.

[0055] When the first branch portion 112 extends linearly from the front portion 111, the second branch portion 113 can be fixed to the first branch portion or the front portion, for example, by welding.

[0056] The second branch portion 113 branches off from the other end of the front portion 111 along a second direction different from the first direction. The second branch portion can form the rear outer member of the front member 110.

[0057] Additionally, when viewed from above, the second branch 113 can be bent or folded into an overall L-shaped form.

[0058] Therefore, one end of the second branch portion 113 may have a side surface that is fixed to the side surface of the first branch portion 112 by, for example, welding, and the other end of the second branch portion may be connected to the side seal 300 extending in the longitudinal direction (X) of the vehicle body and the first front cross member 120.

[0059] More specifically, the other end of the second branch portion 113 may be fixed to the front surface of the side seal 300 and the front surface of the first front cross member 120 by, for example, welding, so as to contact both the side seal and the first front cross member simultaneously.

[0060] The end of the second branch 113 can contact the front and bottom surfaces of the first front cross member 120, so that the second branch can reliably transfer the collision load to at least the first front cross member.

[0061] In addition, the end of the second branch portion 113 can contact the front surface of the side seal 300 and be fixed to the end of the side seal, so that the second branch portion can also transfer the impact load to the side seal.

[0062] In the electric vehicle body according to the embodiments of the present disclosure, the front component 110 is not limited to the above configuration.

[0063] For example, the second branch portion 113 can be molded continuously and integrally with the front portion 111 to extend linearly along the front portion, and the first branch portion 112 can be fixed to the side surface of the second branch portion or the front portion by, for example, welding.

[0064] As described above, the first branch portion 112 can be continuously and integrally connected to the front portion 111 or the second branch portion 113 can be continuously and integrally connected to the front portion 111 depending on which side of the first front cross member 120 or which side of the side seal 300 is required to transmit more impact load.

[0065] Alternatively, the front portion 111, the first branch portion 112, and the second branch portion 113 can be molded separately and then connected and fixed to each other by, for example, welding, so that the front component 110 can be manufactured. In this case, the advantage is that the degree of freedom in assembly, size, materials, etc., can be increased when manufacturing the front component.

[0066] The first branch portion 112 and the second branch portion 113 can be formed of, for example, a metallic material, such as steel, and the integrally formed front portion and the first branch portion, as well as the integrally formed front portion and the second branch portion, can be formed by, for example, machining, such as stamping, roll forming, etc.

[0067] More specifically, the first branch portion 112 and the second branch portion 113 can be made of sheet material, such as 1470HPF (hot-pressed) steel with a thickness of about 1.7 mm to 2.0 mm produced by the applicant. Here, 1470HPF steel is a type of steel that can be freely formed into the shape of a component while obtaining a tensile strength of 1470 MPa or higher.

[0068] The first branch portion 112 and the second branch portion 113 can be formed of a material with higher strength than the front portion 111. As described above, by combining the strengths of the plate materials forming the front member 110, the impact absorption capacity of the front member can be maximized.

[0069] Furthermore, the first branch portion 112 and the second branch portion 113 can be formed to be thicker than the front portion 111. As described above, during a frontal collision of the vehicle, the relatively thicker branch portions compared to the front portion can enhance the support stiffness of the front member 110 itself. Therefore, the first branch portion and the second branch portion can maximize the impact absorption capacity of the front member.

[0070] The first front cross member 120 may extend along the width direction (Y) of the vehicle and connect to the first branch portion 112 and the second branch portion 113 of the front side member 110. At the same time, the first front cross member may extend along the longitudinal direction (X) of the vehicle and connect the two side seals 300 forming the side surface of the vehicle body.

[0071] The electric vehicle body according to an embodiment of the present disclosure may further include a second front cross member 140, which extends along the width direction (Y) of the vehicle and connects the front side members 110 on both sides.

[0072] The second front cross member 140 may be located in front of and above the first front cross member 120 and connected to the first branch portion 111 of the front members 110 on both sides.

[0073] The first front cross member 120 and the second front cross member 140 may be configured as, for example, tubular members having a hollow portion on their inner side and having a square or larger polygonal cross-sectional shape, but are not limited thereto, and the first front cross member 120 and the second front cross member 140 may be formed by members formed of a single plate material having a cross-sectional shape that is bent or flexed to have an open cross-section, or by combining two or more plate materials.

[0074] After the first front cross member 120 and the second front cross member 140 are connected to the front members 110 on both sides, weight can be reduced while maintaining the torsional or bending stiffness of the vehicle body.

[0075] For the first front cross member 120 and the second front cross member 140, for example, by using ultra-high strength steel of 980 MPa or higher, an optimal combination of weight reduction and increased front cross member stiffness can be achieved.

[0076] More specifically, the first front cross member 120 and the second front cross member 140 can be made of plate material, such as 1470 martensitic (MART) steel produced by the applicant with a thickness of about 1.1 mm to 1.5 mm. Here, 1470 MART steel is a type of steel with a tensile strength of 1470 MPa or higher and a yield strength of 1050 MPa or higher, thereby improving collision safety.

[0077] In addition, the first front cross member 120 may have a greater thickness than the second front cross member 140.

[0078] The side seal 300 can be formed and configured to extend along the longitudinal direction (X) of the vehicle in the lower portion on the left and right sides of the vehicle body.

[0079] For example, the side seal 300 may include an inner side seal panel and an outer side seal panel, and the side seal may be integrally joined by welding the inner side seal panel and the outer side seal panel to the lower and upper ends of the side seal. The side seal may be mounted on the vehicle body by attaching the inner side seal panel to the floor panel.

[0080] The side seal 300 can be formed from, for example, a metallic material, such as steel, and can be formed by pressing, rolling, or a combination thereof, or by bending.

[0081] In the side seal 300, the impact performance of the side seal can be ensured by adjusting the material of the plate forming the side seal, as well as the strength or thickness of that material. For example, by using ultra-high strength steel of 980 MPa or higher, an optimal combination for reducing the weight of the side seal can be achieved.

[0082] More specifically, the side seal 300 may be made of plate material, such as 1470 MART steel with a thickness of about 1.1 mm to 1.3 mm produced by the applicant.

[0083] The side seal 300 serves as a structural element of the vehicle body and is important for responding to frontal, rear, and side impacts. Optionally, since the inner side of the side seal is hollow and prone to buckling under various impact conditions, various types of reinforcement devices can be added to the inner side of the side seal.

[0084] In the front subframe 150, the two ends of two transverse members 151 extending along the width direction (Y) of the vehicle are connected to two longitudinal members 152 extending along the longitudinal direction (X) of the vehicle, so that they form a generally rectangular frame shape.

[0085] The mounting bracket for the steering gearbox can be provided on one of the transverse members 151, and the mounting bracket for mounting one end of the suspension arm can be provided on both ends of the transverse member.

[0086] A first connecting bracket 153 extending along the longitudinal direction (X) of the vehicle can be installed at the rear end of the longitudinal member 152. Since bolt holes are formed in the first connecting bracket, the first connecting bracket can be bolted to the end of the first branch portion 112 of the front member 110.

[0087] Specifically, the first connecting bracket 153 can be bolted to the bottom surface of the end of the bent portion 144 of the first branch portion 112. The first connecting bracket and the end of the first branch portion form a first connection position P1.

[0088] Since the first branch portion 112 and the first front cross member 120 are connected, the first connection position P1 between the first connecting bracket 153 and the end of the first branch portion 112 is positioned adjacent to the connection position P between the first branch portion and the first front cross member.

[0089] Furthermore, the longitudinal member 152 can be connected to the front member 110 by bolts at the front end and the rear end, respectively. Here, the connection point with the rear end is referred to as the second connection position P2, and the connection point with the front end is referred to as the third connection position P3.

[0090] Optionally, the second connection position P2 can be positioned at the point where the first branch portion 112 and the second branch portion 113 of the front member 110 are branched out.

[0091] As described above, the front subframe 150 can be connected to the front member 110 at multiple connection points P, P1, and P2, i.e., at six connection points, to increase the rigidity of the connection portion, and can be stably mounted on and supported by the front member.

[0092] Figure 6 and Figure 7 This is an enlarged perspective view illustrating the connection between the first front cross member of an electric vehicle body and the battery box according to an embodiment of the present disclosure.

[0093] The battery box 400 has a generally rectangular shape and has a plurality of battery cells 401 housed in the battery box.

[0094] The battery compartment 400 may include a compartment body 402 and a cover (not shown). The compartment body and the cover may be coupled to each other to form a space within the battery compartment.

[0095] The cover can be formed from high-strength plastic or lightweight metal, such as aluminum. The high-strength plastic ensures sufficient strength while reducing weight and cost. When the material is plastic, the cover can be formed by injection molding, compression molding, etc., and when the material is metal, the cover can be formed into a predetermined shape by pressing, etc.

[0096] The housing 402 can be directly exposed to the outside and can be made of metal to more effectively protect the battery cell 401, as there is a high concern about damage and destruction by external foreign objects.

[0097] In this case, the box body 402 can be prepared by machining materials, such as ultra-high strength steel with a tensile strength of about 980 MPa or greater for weight reduction, to prepare the components, and then assembling and connecting the components.

[0098] For convenience, the description of the battery box 400 will focus on the box body 402 in the following text.

[0099] The box body 402 may include multiple base plates 410, side frames 420, and at least two reinforcing members 430.

[0100] The base plate 410 is a flat plate made of, for example, metal, such as steel. In the box body 402, the base plate can be used as a component to support the battery unit 401.

[0101] The height of the side frame 420 can be adjusted and changed according to the size of the battery unit 401 embedded in the box body 402. In addition, a plurality of fastening holes 421 for connecting to the cover can be formed on the upper surface of the side frame.

[0102] At least four side frames 420 are provided around the multiple base plates 410, and the two ends of each side frame can be cut at a predetermined angle (e.g., about 45 degrees) and contact the corresponding other side frames at the two ends respectively, and are then joined by welding such as arc welding, laser welding or the like.

[0103] For example, the side frame 420 can be generally formed using a metal such as steel, having a rectangular closed cross-section. In the box body 402, the side frame can form side walls.

[0104] As described above, the side frame 420 can form a "ring" that separates the intrusion-proof area of ​​the vehicle body to prevent collision loads from entering the battery box 400.

[0105] The front and rear frames 420 may have a connecting groove 422 that is recessed in the height direction (Z) from the bottom surface of the front and rear frames at a predetermined position and penetrates the front and rear frames in the width direction (e.g., the X direction in the figure).

[0106] The connecting groove 422 can be formed in a shape corresponding to the cross-sectional shape of the reinforcing member 430, so that when the ends of the reinforcing members are fitted into the connecting groove, they can fit together in shape.

[0107] The base plate 410 and the side frame 420 can be connected to each other by welding, for example, arc welding. The base plate can be welded to the bottom surface of the side frame. Therefore, the box body 402 can have an internal space by forming a closed cross-section around the multiple base plates via the side frame.

[0108] The battery box 400's body 402 can be attached to a surface in the side frame 420, wherein the mounting frame required to fix the battery box to the vehicle body forms the outer surface of the battery box. For example, a flange can be formed on the mounting frame, and the flange of the mounting frame can be welded to the outer surface of the side frame by arc welding or the like.

[0109] However, the mounting frame 440 can be mounted on the outside of the portion of the front frame and the rear frame 420 where the connecting groove 422 is formed.

[0110] The mounting frame 440 can be secured to, for example, the first front cross member 120, the side seals, and the first rear cross member 220, which will be described later, of the vehicle body via bolts or similar means. Therefore, the battery box 400 can be secured to the vehicle body.

[0111] Additionally, the mounting frame 440 can be used as a component that first responds to the impact in the battery box 400 during a collision.

[0112] The reinforcing member 430 may include a lower reinforcing member 431 and an upper reinforcing member 432 connected to the upper portion of the lower reinforcing member. The reinforcing member may extend along its entire length in the longitudinal direction X of the box body 402.

[0113] The lower reinforcing member 431 and the upper reinforcing member 432 can be formed by machining a single sheet of metal, such as steel. The reinforcing members can be formed by bending, roll forming, etc.

[0114] For example, when reinforcing members 431 and 432 are manufactured by roll forming, ultra-high strength steel with a tensile strength of approximately 980 MPa or higher can be formed without difficulty. Furthermore, compared to compression molding, springback is easily corrected in roll forming, and roll forming has the advantage of reducing the corner radius of the reinforcing members.

[0115] More specifically, the lower reinforcing member 431 and the upper reinforcing member 432 may be made of plate material, such as 1470MART steel with a thickness of about 0.9 mm to 1.1 mm produced by the applicant.

[0116] The lower reinforcing member 431 can have a generally cap-shaped cross-sectional shape by repeatedly bending a single plate material having a predetermined width and a predetermined length. Therefore, the lower reinforcing member can be formed into a generally inverted U-shaped shape and can have flanges 433 at both ends in the width direction (Y).

[0117] The lower reinforcing member 431 can be disposed among multiple base plates 410 and connected in the width direction (Y) to the base plates located on both sides of the lower reinforcing member. The flange of the lower reinforcing member and the end of the base plate can be watertightly joined to each other by welding, such as arc welding or laser welding.

[0118] The two ends of the lower reinforcing member 431 in the longitudinal direction (X) can be connected to the front frame and the rear frame 420. As described above, the connecting groove 422 can be formed at the connecting portion of the front frame and the rear frame where it connects to the end of the lower reinforcing member, so that the end of the lower reinforcing member can be fitted into the connecting groove and fit in shape.

[0119] Here, the front and rear frames 420 can be seated on the flange 433 of the lower reinforcing member 431, and the end of the lower reinforcing member can penetrate the front and rear frames in the width direction (e.g., the X direction in the figure) and protrude from the outer surface of the front and rear frames, i.e., the battery box 400.

[0120] The reason why the end of the lower reinforcing member 431 protrudes outward through the connecting groove 422 of the front frame and the rear frame 420 is that welding should be applied to all connecting parts of the component in order to ensure the water tightness of the battery box 400, and in addition to the welding itself, the protrusion 434 is needed to support the welded area formed after welding so that the welded area does not flow downward.

[0121] The length of the front or rear protrusion 434 can be in the range of 5 mm to 10 mm, wherein the two ends of the lower reinforcing member 431 penetrate the front and rear frames 420 and protrude from the front and rear frames along the longitudinal direction (X) of the lower reinforcing member. When the length of the protrusion is less than 5 mm, it may be difficult to weld, and when the length of the protrusion exceeds 10 mm, it may interfere with surrounding components, making it difficult to install the battery box 400.

[0122] As described above, the protrusion 434 of the lower reinforcing member 431 can be welded to the connecting groove 422 of the front and rear side frames 420 by welding, such as arc welding or laser welding, and the welding area can be formed between the protrusion 434 of the lower reinforcing member 431 and the connecting groove 422 of the front and rear side frames 420, so as to ensure the water tightness between the end of the lower reinforcing member and the side frame.

[0123] To further ensure watertightness, a coating of electroplated materials such as acrylic resin, epoxy resin, or silicone resin can be applied additionally to the joints of the components constituting the housing body 402, i.e., to the welded portions. Alternatively, components made of metal can cover and be joined to surround the welded portions.

[0124] The upper reinforcing member 432 can have a generally cap-shaped cross-sectional shape by repeatedly bending a single plate material having a predetermined width and a predetermined length. Therefore, the upper reinforcing member can be formed into a generally U-shaped shape and can have flanges 433 at both ends in the width direction (Y).

[0125] The upper reinforcing member 432 can be disposed above the lower reinforcing member 431 and connected to the lower reinforcing member. The upper reinforcing member and the lower reinforcing member can be joined together by welding, such as spot welding or laser welding.

[0126] The two ends of the upper reinforcing member 432 in the longitudinal direction (X) can contact the front frame and the rear frame 420. Here, the ends of the upper reinforcing member can terminate at the front frame and the rear frame without penetrating the front frame and the rear frame.

[0127] The flange 433 of the upper reinforcing member 432 covers the side top of the battery cell 401 housed in the box body 402 and supports the arrangement structure of the battery cell to be held.

[0128] Optionally, the upper reinforcing member 432 may be connected to a plurality of intermediate cross members 160 and a second rear cross member 240, which will be described later. These intermediate cross members 160 extend along the width direction (Y) of the vehicle and are arranged at predetermined intervals, and connect to side seals 300 on both sides of the vehicle body. These intermediate cross members and the second rear cross member may support the floor panel.

[0129] At least two reinforcing members 430 can be provided, and therefore, the number of base plates 410 can be one more than the number of reinforcing members. This means that the inner side of the battery box 400 can be divided into three or more sections in the width direction (Y).

[0130] For example, when the space inside the battery compartment 400 is divided into three parts, the reinforcing member 430 can be provided at one-third of the length of the battery compartment in the width direction (Y) from the side frame 420, and a total of two reinforcing members can be provided. When the space inside the battery compartment is divided into four parts, the reinforcing member can be provided at one-quarter of the length of the battery compartment in the width direction (Y) from the side frame, and a total of three reinforcing members can be provided. Optionally, the reinforcing member can be positioned at the center half of the battery compartment.

[0131] The number of reinforcing members 430 can be determined based on the magnitude of the externally applied impact and the number of base plates 410.

[0132] As described above, in this disclosure, a reinforcing member 430, including a lower reinforcing member 431 and an upper reinforcing member 432 having a bent cap-shaped cross-section, is disposed on the box body 402, and when the reinforcing member extends along the bottom of the box body and protrudes into the box body, a bent portion for absorbing impact can be formed on the box body itself, thereby ensuring high deformation resistance against impact loads.

[0133] The battery cell 401 can be housed in a box body constructed as described above, and then attached to the box body to complete the battery box 400. Subsequently, the battery box can be secured to, for example, the first front cross member 120, the side seal 300, and the first rear cross member 200 of the vehicle body using a mounting frame 440 via bolt connections, and attached to the vehicle body.

[0134] In the reinforcing member 430 of the battery box 400, the front end of the reinforcing member 431, i.e., the front protrusion 434, can be spaced apart from the first connecting bracket 153 of the front sub-frame 150 by a predetermined gap. Furthermore, in the side frame 420 of the battery box, the front side frame can be spaced apart from the first front cross member 120 by a predetermined gap.

[0135] In the electric vehicle body according to an embodiment of the present disclosure, the connection point P between the first branch portion 112 of the front member 110 and the first front cross member 120 can overlap with an imaginary cross section obtained by extending the cross section of the reinforcing member (upper reinforcing member) along the longitudinal direction (X) of the vehicle body. The connection point between the first branch portion of the front member and the first front cross member can be located at a height corresponding to the upper reinforcing member 432 of the reinforcing member 430 of the battery box.

[0136] Furthermore, since the ends of the first connecting bracket 153 and the first branch portion 112 of the front subframe 150 are connected at the first connection position P1, the first connection position can also overlap with an imaginary cross-section obtained by extending the cross-section (lower reinforcing member) along the longitudinal direction (X) of the vehicle body. The first connection position between the first connecting bracket and the end of the first branch portion of the front subframe can be located at a height corresponding to the lower reinforcing member 431 of the reinforcing member 430 of the battery box.

[0137] Here, the cross-section of the reinforcing member 430 refers to the surface of the reinforcing member in the YZ direction (the direction perpendicular to the longitudinal direction (X) of the vehicle body). Furthermore, the imaginary cross-section is not an actual extension or structure of the reinforcing member, but an imaginary plane obtained by extending the cross-section of the reinforcing member along the longitudinal direction (X) of the vehicle body and simultaneously having the same cross-sectional shape as the reinforcing member. Mathematically, it means a plane whose thickness is not defined.

[0138] For example, the hypothetical cross section can be configured such that the longitudinal axis of the reinforcing member 430, the center line of the connection position (P) between the first branch portion 112 of the front member 110 and the first front cross member 120 in the height direction, and the center line of the first connection position (P1) between the first connecting bracket 153 of the front subframe 150 and the end of the first branch portion 112 in the height direction intersect and intersect, but it is not limited to this.

[0139] In this case, the first connection position (P1) is located below the connection position (P) of the first branch portion and the first front cross member.

[0140] In the electric vehicle body according to an embodiment of the present disclosure, the connection position P where the first branch portion 112 of the front side member 110 connects to the first front cross member 120 and the first connection position P1 where the first branch portion connects to the first connecting bracket 153 of the front subframe 150 can be provided at the end of the first branch portion, so that the load path for transmitting the collision load of the vehicle body can be consistent.

[0141] By aligning the reinforcing member 430 with the connection positions P and P1, the reinforcing member of the battery box 400 can support the impact load transmitted from the front member 110.

[0142] Furthermore, in the electric vehicle body according to the embodiments of the present disclosure, the connection position (Q) of the second branch portion 113 of the front side member 110 and the first front cross member 120 can overlap with an imaginary cross section obtained by extending the cross section of the side frame 420 extending in the longitudinal direction (X) of the vehicle body along the longitudinal direction (X) of the vehicle body.

[0143] Here, the cross-section of the side frame 420 refers to the surface of the side frame in the YZ direction (the direction perpendicular to the longitudinal direction (X) of the vehicle body). In addition, the imaginary cross-section is not an actual extension or structure of the side frame, but an imaginary plane obtained by extending the cross-section of the side frame along the longitudinal direction (X) of the vehicle body, while having the same cross-sectional shape as the side frame. This means that its thickness is not defined in a mathematical sense.

[0144] Through this alignment of the side frame 420 and the connection position Q, the side frame of the battery box 400 can also serve to support the impact load transmitted from the front member 110.

[0145] Therefore, in the electric vehicle body according to the embodiments of the present disclosure, the battery box 400 having the reinforcing member 430 and the side frame 420 can be fixed to the vehicle body, thereby improving the rigidity and impact resistance of the vehicle body.

[0146] Furthermore, in the electric vehicle body according to the embodiments of the present disclosure, the bottom of the box body 402 can be divided into a plurality of bottom plates 410, and a lower reinforcing member 431 having an open cross-section can be disposed between these bottom plates. The lower reinforcing member can extend along the bottom of the box body to penetrate the side frame 420 and open to the outside of the box body (i.e. downward), so that the hollow portion of the lower reinforcing member can be exposed to the outside of the battery box 400, thereby having the advantage that the hollow portion of the lower reinforcing member can be used as space for other components of the vehicle.

[0147] Figure 8 yes Figure 4 The corresponding view is used to illustrate the path of the collision load, and Figure 9 yes Figure 5 The corresponding view is used to illustrate the path of the collision load.

[0148] In the electric vehicle body according to an embodiment of the present disclosure, the front side member 110 can directly absorb the collision energy applied to the front portion 111 from the front bumper beam 60.

[0149] Subsequently, the front component 110 may have a first branch portion 112 connected to the first front cross component 120 and a second branch portion 113 connected to the side seal 300, such that excessive collision loads applied to the front portion 111 can be distributed to the first front cross component and the side seal through the first branch portion and the second branch portion to be transferred to the vehicle body.

[0150] In other words, a collision load exceeding the absorption capacity of the front member 110 can be transferred to the battery space 40 surrounding the floor panel and simultaneously connected to the front member.

[0151] Since deformation in the battery space 40 should be minimized, collision loads should be prevented from intruding into the load-bearing member. Although the side seal 300 can be used as a load-bearing member in a frontal collision, the first front cross member 120 does not have a load-bearing member.

[0152] In the electric vehicle body according to an embodiment of the present disclosure, the reinforcing member 430 of the battery box 400 is configured to correspond to the point from which the collision load is transmitted from the first front cross member 120, thereby preventing deformation from occurring in the battery box 40.

[0153] More specifically, when a collision load exceeding the absorption capacity of the front member 110 is transferred to the first front cross member 120, the first front cross member deforms and comes into contact with the front frame 420 of the battery box 400, which is spaced apart from the first front cross member by a predetermined gap. Subsequently, since the front frame of the battery box can be supported by the upper reinforcing member 432 of the reinforcing member 430 in the battery box, the collision load can be prevented from intruding into the battery space 40.

[0154] In addition, in the event of a frontal collision, the front subframe 150 can absorb additional collision energy.

[0155] Subsequently, the front subframe 150 can be connected to the end of the first branch portion 112 via the first connecting bracket 153, so that a collision load exceeding the absorption capacity of the front subframe can be transferred through the first branch portion to the first front cross member 120 and the vehicle body.

[0156] When a collision load exceeding the absorption capacity of the front subframe 150 is transferred to the first front crossbeam 120, the first front crossbeam deforms, and the first connecting bracket 153 contacts the end of the lower reinforcing member 431 of the battery box, i.e., the front protrusion 434 spaced apart from the first connecting bracket 153 by a predetermined gap. Subsequently, since the first connecting bracket and the front subframe can be supported by the lower reinforcing member of the reinforcing member 430 protruding from the front side frame 420 of the battery box, the collision load can be prevented from intruding into the battery space 40.

[0157] In other words, by utilizing the reinforcing member 430 of the battery box 400 to construct a load path in the load path from the front, the reinforcing member of the battery box can be directly used as a load support member.

[0158] As described above, in the electric vehicle body according to the embodiments of the present disclosure, in order to support the load and protect the battery box 40, the front side member 110 and the front subframe 150, the first front cross member 120 and the battery box 400 can be connected to each other in an organized manner to form a load path.

[0159] Since the collision load generated in front of the vehicle can be distributed and transferred to the rear of the vehicle body, the collision performance of an electric vehicle equipped with a vehicle body according to an embodiment of the present disclosure can be improved.

[0160] Even though the addition of batteries increases vehicle weight and reduces the space within the vehicle itself, such electric vehicles offer advantages in ensuring crash performance and safety, which can also lead to improved vehicle marketability.

[0161] Reference Figures 2 to 5 as well as Figure 10 According to embodiments of the present disclosure, the electric vehicle body may include a rear side member 210, a first rear cross member 220, and a rear subframe 250.

[0162] The rear side members 210 can be provided in pairs, and can be provided on the left and right sides of the width direction (Y) of the vehicle body, and extend along the longitudinal direction (X) of the vehicle body.

[0163] For example, the rear member 210 can extend a predetermined length from the rear side parallel to the centerline O extending along the longitudinal direction (X) of the vehicle body, and then the two rear members can be configured to move away from each other as they approach the front side.

[0164] The rear side member 210 can effectively transfer the collision load from the rear bumper beam 70 to the vehicle body through the side seal 300, the first rear cross member 220, etc.

[0165] In the following text, for convenience, only one of the two rear-side members 210 will be described. It should be noted that the other rear-side member may include a configuration in which the rear-side member is described and arranged symmetrically.

[0166] One end of the rear member 210, i.e. its rear end, can be connected to the rear bumper beam 70, and the other end, i.e. its front end, can be connected to a side surface of the rear side of the side seal 300.

[0167] The rear member 210 may be formed, for example, by a tubular member having a cross-sectional shape such as a square, but is not limited thereto, and the rear member 210 may include a member made of a single plate material having a cross-sectional shape that is bent or folded into an open cross-section, or may be formed by a member formed by combining two or more plate materials.

[0168] The rear member 210 can be made of, for example, a metal material, such as steel, and can be molded by pressing, stamping, bending, rolling or a combination thereof.

[0169] More specifically, the rear member 210 may be made of plate material, such as 980XF steel with a thickness of about 1.3 mm to 1.5 mm produced by the applicant.

[0170] The front portion of the rear member 210 can be bent downwards, thereby forming an inclined portion 214. The end of the inclined portion can make surface contact with the inner surface of the side seal 300.

[0171] Therefore, one side surface of the front end of the rear member 210 can be fixed, for example by welding, to the inner surface of the side seal 300 of the vehicle body extending in the longitudinal direction (X) of the vehicle.

[0172] Since one side surface of the front end of the rear member 210 is fixed to the side seal 300, the rear member can transfer the impact load to the side seal.

[0173] The configuration and arrangement of the rear component 210 are not limited to the examples above.

[0174] The first rear cross member 220 can connect the rear side members 210 to each other. In other words, the first rear cross member can be connected to the inner surface of the rear side members. In addition, the rear subframe 250, which will be described below, can be mounted on the first rear cross member.

[0175] The electric vehicle body according to an embodiment of the present disclosure may further include a second rear cross member 240, which extends along the width direction (Y) of the vehicle and connects to the side seals 300 on both sides, and is connected to the front end of the rear side member 210.

[0176] The second rear cross member 240 may be located in front of the first rear cross member 220 and may be connected to the front end of the rear side member 210. The end of the rear side member may be fixed to the rear surface of the second rear cross member by, for example, welding, and may simultaneously contact the side seal 300 and the second rear cross member.

[0177] The front end of the rear member 210 contacts the rear surface of the second rear cross member 240, so that the rear member can reliably transfer the impact load to the second rear cross member.

[0178] Additionally, the second rear cross member 210 may be located above the battery box 400 and connected to the upper reinforcing member 432 of the reinforcing member 430. The second rear cross member may support the floor panel.

[0179] The first rear cross member 220 and the second rear cross member 240 may be configured as, for example, tubular members having a hollow portion located inside and having a square or larger polygonal cross-sectional shape, but are not necessarily limited thereto. The first rear cross member 220 and the second rear cross member 240 may be formed from members formed of a single plate material having a cross-sectional shape that is bent or flexed to have an open cross-section, or from two or more plate materials.

[0180] After the first rear cross member 220 and the second rear cross member 240 are connected to the rear side members 210 on both sides, weight can be reduced while maintaining the torque and bending stiffness of the vehicle body.

[0181] For the first rear cross member 220 and the second rear cross member 240, for example, by using ultra-high strength steel of 980 MPa or higher, an optimal combination of weight reduction and increased stiffness of the rear cross member can be achieved.

[0182] More specifically, the first rear transverse member 220 may be made of plate material, such as 1180TRIP (transformation-induced plasticity) steel with a thickness of about 1.1 mm to 1.3 mm produced by the applicant. Here, 1180TRIP steel is a type of steel that guarantees a tensile strength of 1180 MPa or higher and a yield strength of 850 MPa or higher while increasing elongation by 45% or more.

[0183] The second rear cross member 240 may be made of plate material, such as 1470MART steel with a thickness of about 1.1 mm to 1.3 mm produced by the applicant.

[0184] In addition, the second rear cross member 240 may have higher strength than the first rear cross member 220.

[0185] The side seal 300 may be formed and configured to extend along the longitudinal direction (X) of the vehicle on both the lower left and lower sides of the vehicle body, and may be connected to the end of the second rear cross member 240.

[0186] The side seal 300 serves as an important vehicle body structure to cope with frontal, rear and side collisions.

[0187] In the rear subframe 250, the two ends of two transverse members 251, which are formed to extend along the width direction (Y) of the vehicle, are connected to two longitudinal members 252, which are formed to extend along the longitudinal direction (X) of the vehicle, so that the rear subframe 250 has a generally rectangular frame shape.

[0188] Mounting brackets for fixing spring connectors of the suspension can be provided on the bottom surface of the rear subframe 250, and mounting brackets for mounting bushings used for mounting the powertrain can also be provided.

[0189] Meanwhile, a second connecting bracket 223 extending along the longitudinal direction (X) of the vehicle can be mounted on the first rear transverse member 220. Since bolt holes are formed in the second connecting bracket, it can be bolted to the front transverse member 251 of the rear subframe 250. The second connecting bracket and the front transverse member form a fourth connection position P4.

[0190] Additionally, the longitudinal member 252 of the rear subframe 250 can be bolted to the middle of the rear member 210 at the rear end of the longitudinal member. Here, the connection point between the rear end and the rear member is referred to as the fifth connection position P5.

[0191] As described above, the rear subframe 250 is connected to the rear member 210 at multiple connection points P4 and P5, i.e., at four connection points, so that the rear subframe can increase the rigidity of the connection portion and be stably mounted on and supported on the rear member and the first rear cross member 220.

[0192] In the electric vehicle body according to an embodiment of the present disclosure, the mounting position of the second connecting bracket 223 on the first rear cross member 220 constituting the fourth connecting position P4 can be determined according to the number of spaces divided in the battery box 400.

[0193] For example, when the space inside the battery compartment is divided into three parts, the fourth connection position (P4) at the second connecting bracket 223 of the first rear transverse member 220 can be aligned at a point corresponding to 1 / 3 of the length of the battery compartment 400 in the width direction (Y) from the side frame 420. When the space inside the battery compartment is divided into four parts, the fourth connection position at the second connecting bracket of the first rear transverse member can be aligned at a point corresponding to 1 / 4 of the length of the battery compartment in the width direction (Y) from the side frame.

[0194] Additionally, the rear end of the lower reinforcing member 431, i.e., the rear protrusion 434, in the reinforcing member 430 of the battery box 400 can be spaced apart from the second connecting bracket 223 of the first rear transverse member 220 and the front transverse member 251 of the rear sub-frame 250 by a predetermined gap. Furthermore, in the side frame 420 of the battery box, the rear side frame can be spaced apart from the first rear transverse member by a predetermined gap.

[0195] In the electric vehicle body according to an embodiment of the present disclosure, the fourth connection position P4 between the second connecting bracket 223 of the first rear transverse member 220 and the front transverse member 251 of the rear subframe 250 can overlap with an imaginary cross-section obtained by extending the cross-section of the reinforcing member (upper reinforcing member) along the longitudinal direction (X) of the vehicle body. The fourth connection position between the second connecting bracket of the first rear transverse member and the front transverse member of the rear subframe can be located at a height corresponding to the upper reinforcing member 432 of the reinforcing member 430 of the battery box.

[0196] For example, the fourth connection position can be configured such that the centerline of the fourth connection position (P4) between the longitudinal axis of the reinforcing member 430 and the second connecting bracket 223 of the first rear cross member 220 and the front transverse member 251 of the rear subframe 250 intersects in the height direction, but it is not limited to this.

[0197] By aligning the reinforcing member 430 and the connection positions P4 and P5, the reinforcing member of the battery box 400 can support the impact load transmitted from the rear subframe 250.

[0198] Therefore, in the electric vehicle body according to the embodiments of the present disclosure, since the battery box 400 with reinforcing member 430 is fixed to the vehicle body, the rigidity and impact resistance of the vehicle body can be improved.

[0199] Reference Figures 8 to 10 In the electric vehicle body according to an embodiment of the present disclosure, the rear side member 210 can directly absorb the collision energy from the rear bumper beam 70.

[0200] Then, the rear side member 210 has a side surface connected to the side seal 300 and an end connected to the second rear cross member 240, such that excessive collision loads applied to the rear side member can be distributed to the side seal and the second rear cross member and transmitted to the vehicle body.

[0201] In other words, impact loads exceeding the absorption capacity of the rear member 210 can be transferred to members that surround the battery space 40 below the floor panel and are simultaneously connected to the rear member.

[0202] Because deformation in the battery space 40 must be minimized, it is necessary to prevent impact loads from intruding into the load-bearing member. Although the side seal 300 can be used as a load-bearing member during a rear-end collision, the first rear cross member 220 does not have a load-bearing member.

[0203] In the electric vehicle body according to an embodiment of the present disclosure, the reinforcing member 430 of the battery box 400 may be configured to correspond to the point from which the collision load is transmitted from the first rear transverse member 220, thereby preventing deformation from occurring in the battery space 40.

[0204] More specifically, since the rear subframe 250 is connected to the rear side member 210 at the rear end of the longitudinal member 252, i.e. at the fifth connection position P5, the rear subframe can transfer a portion of the collision energy in the event of a rear-end collision.

[0205] The rear subframe 250 can be connected to the first rear cross member 220 via the second connecting bracket 223, so that a portion of the collision load exceeding the absorption capacity of the rear member 210 can be transferred through the rear subframe to the first rear cross member 220 and the vehicle body.

[0206] When the impact load is transmitted through the rear subframe 250 to the first rear transverse member 220, as the first rear transverse member deforms, the front transverse member 251 of the rear subframe contacts the rear side frame 420 of the battery box 400, which is spaced apart from it by a predetermined distance, or contacts the end of the lower reinforcing member 431, i.e., the rear protrusion 434. Then, since the rear side frame of the battery box can be supported by the upper reinforcing member 432 of the reinforcing member 430 in the battery box, the impact load can be prevented from intruding into the battery space 40.

[0207] Alternatively, since the rear subframe 250 can be supported by the lower reinforcing member 431 of the reinforcing member 430 protruding from the rear side frame 420 of the battery box 400, impact loads can be prevented from entering the battery space 40.

[0208] In other words, by utilizing the reinforcing member 430 of the battery box 400 to construct a load path in the load path received from the rear, the reinforcing member of the battery box can be directly used as a load support member.

[0209] However, unlike the front member 110, the rear member 210 transfers a portion of the impact load to the reinforcing member 430 of the battery box 400 via the rear subframe 250.

[0210] As described above, the electric vehicle body according to the embodiments of the present disclosure can serve to support the load and protect the battery space 40, and in order for the electric vehicle body to serve such a function as described above, the rear side member 210 and the rear subframe 250, the first rear cross member 220, and the battery box 400 can be connected to each other in an organized manner to form a load path.

[0211] Since the collision load generated at the rear of the vehicle can be distributed and transferred to the front of the vehicle body, the collision performance of an electric vehicle equipped with a vehicle body according to an embodiment of the present disclosure can be improved.

[0212] Even though the addition of batteries increases the vehicle's weight and reduces its interior space, such electric vehicles offer advantages in ensuring crash performance and safety, which in turn improves the vehicle's marketability.

[0213] By constructing the reinforcing members of the battery box to act as path and direct load support members for collision loads, the intrusion and deformation of collision loads can be effectively suppressed and weight reduced by distributing the load from the vehicle body during frontal or rear collisions.

[0214] The above description is merely an example of the technical concept of this disclosure, and those skilled in the art can make various modifications and variations without departing from the basic features of this disclosure.

[0215] Therefore, the embodiments disclosed herein are not intended to limit the technical spirit of this disclosure, but are for illustrative purposes, and the scope of the technical spirit of this disclosure is not limited by these embodiments. The scope of this disclosure should be interpreted in accordance with the following claims, and all technical concepts within the equivalent scope should be interpreted as including within the scope of this disclosure.

[0216] Explanation of reference numerals in the attached figures

[0217] 10: Intrusion prevention zone; 20, 30: Energy absorption zone

[0218] 40: Battery space; 60: Front bumper beam

[0219] 70: Rear bumper beam

[0220] 110: Front component 111: Front part

[0221] 112: First branch 113: Second branch

[0222] 120: First front transverse component; 130: Instrument panel

[0223] 140: Second front transverse member; 150: Front subframe

[0224] 151, 251: Transverse members; 152, 252: Longitudinal members

[0225] 153: First connecting bracket; 160: Intermediate cross-bracing component

[0226] 210: Rear side member; 220: First rear transverse member

[0227] 223: Second connecting bracket; 240: Second rear transverse component

[0228] 250: Rear subframe; 300: Side seal.

[0229] 400: Battery box; 401: Battery unit

[0230] 402: Box body; 410: Base plate

[0231] 420: Side frame; 430: Reinforcing member

[0232] 431: Lower reinforcing member; 432: Upper reinforcing member

[0233] 434: Protrusion; 440: Mounting frame

Claims

1. An electric vehicle body, comprising: A front component having one side connected to a front bumper beam and another side branching into a first branch portion and a second branch portion; A first front cross member extends along the width direction of the vehicle body and connects to the first branch portion and the second branch portion; A side seal extending along the longitudinal direction of the vehicle body and connected to the second branch portion; A front subframe, which is connected to the front side member; as well as The battery box includes a reinforcing member extending along the longitudinal direction of the vehicle body and connected to the first front transverse member and the side seal. The connection point between the first branch portion and the first front cross member, and the first connection point between the first branch portion and the front subframe, overlap with an imaginary cross section formed by extending the cross section of the reinforcing member along the longitudinal direction of the vehicle body.

2. The electric vehicle body according to claim 1, wherein, The front component includes a front portion that extends linearly and has a side portion connected to the front bumper beam. The first branch portion and the second branch portion extend from the other side portion of the front portion.

3. The electric vehicle body according to claim 2, wherein, The first branch portion and the second branch portion are formed of a material having higher strength than the front portion.

4. The electric vehicle body according to claim 2, wherein, The first branch portion and the second branch portion are formed to be thicker than the front portion.

5. The electric vehicle body according to claim 1, further comprising: The second front cross member extends along the width direction of the vehicle body and is connected to the front side member.

6. The electric vehicle body according to claim 5, wherein, The second front cross member is located in front of and above the first front cross member and is connected to the first branch portion.

7. The electric vehicle body according to claim 6, wherein, The first front cross member is formed to be thicker than the second front cross member.

8. The electric vehicle body according to claim 1, wherein, The front component is configured to be inclined at a predetermined angle relative to the centerline extending along the longitudinal direction of the vehicle body.

9. The electric vehicle body according to claim 8, wherein, The front components are respectively disposed on the left and right sides of the vehicle body in the width direction of the vehicle body. The two front components are arranged to move closer to each other as they approach the rear of the vehicle body.

10. The electric vehicle body according to claim 1, wherein, The first branch bends downward to form a curved portion, and The end of the curved portion has a side surface that contacts and is fixed to the front surface of the first front cross member.

11. The electric vehicle body according to claim 10, wherein, A first connecting bracket extending along the longitudinal direction of the vehicle body is installed at the rear end of the front subframe, and The first connecting bracket and the first branch portion form the first connection position.

12. The electric vehicle body according to claim 11, wherein, The first connecting bracket is attached to the bottom surface at the end of the curved portion.

13. The electric vehicle body according to claim 12, wherein, The first connection position is located below the connection position of the first branch portion and the first front cross member.

14. The electric vehicle body according to claim 11, wherein, The rear end of the front subframe is connected to the front member to form a second connection position. The second connection position is positioned to correspond to the point where the first branch portion and the second branch portion branch off from the front member.

15. The electric vehicle body according to claim 11, wherein, The battery box includes a box body that houses the battery cells. The box body includes: Multiple base plates; Side frames surrounding the plurality of base plates; and At least two reinforcing members are disposed between the plurality of base plates and are connected to the side frame at two ends in the longitudinal direction of the reinforcing members.

16. The electric vehicle body according to claim 15, wherein, The reinforcing member includes: Lower reinforcing members, and An upper reinforcing member is connected to the upper portion of the lower reinforcing member. A connecting groove is formed at the connection position where the side frame meets the end of the lower reinforcing member. The connecting groove penetrates the side frame in the width direction and is simultaneously recessed from the bottom surface of the side frame in the height direction. The lower reinforcing member has a protrusion at its end, which penetrates the side frame through the connecting groove and protrudes from the side frame.

17. The electric vehicle body according to claim 16, wherein, The front protrusion of the lower reinforcing member is spaced apart from the first connecting bracket of the front subframe.

18. The electric vehicle body according to claim 16, wherein, The first connection position is located at a height corresponding to the lower reinforcing member.

19. The electric vehicle body according to claim 16, wherein, The connection point between the first branch and the first front cross member is located at a height corresponding to the upper reinforcing member.

20. The electric vehicle body according to claim 15, wherein, The connection point of the second branch portion and the first front cross member overlaps with an imaginary cross section formed by extending the cross section of the side frame extending in the longitudinal direction of the vehicle body along the longitudinal direction of the vehicle body.

21. The electric vehicle body according to claim 1, wherein, The longitudinal axis of the reinforcing member is formed to intersect the center line in the height direction of the connection position between the first branch portion and the first front cross member, and the center line in the height direction of the first connection position.

22. An electric vehicle body, comprising: Rear side member, the rear side member having a side portion connected to the rear bumper beam; A first rear cross member extends along the width direction of the vehicle body and is connected to the rear side member; A side seal that extends along the longitudinal direction of the vehicle body and is connected to the rear side member; A rear subframe having one side connected to the rear member and another side connected to the first rear cross member; as well as The battery box includes a reinforcing member extending along the longitudinal direction of the vehicle body and connected to the first rear transverse member and the side seal. The fourth connection point of the rear subframe and the first rear cross member overlaps with an imaginary cross section formed by extending the cross section of the reinforcing member along the longitudinal direction of the vehicle body.

23. The electric vehicle body according to claim 22, in, The other side of the rear component bends downward to form an inclined portion. The inclined portion has a side surface that contacts and is fixed to the side surface of the side seal.

24. The electric vehicle body according to claim 23, further comprising: The second rear cross member extends along the width direction of the vehicle body and is connected to the side seal and to the end of the rear side member.

25. The electric vehicle body according to claim 24, wherein, The second rear cross member is located in front of the first rear cross member and above the battery box.

26. The electric vehicle body according to claim 25, wherein, The second rear cross member is formed of a material having higher strength than the first rear cross member.

27. The electric vehicle body according to claim 22, wherein, The rear member extends a predetermined length from the rear side parallel to the centerline extending along the longitudinal direction of the vehicle body. The rear side components are respectively disposed on the left and right sides of the width direction of the vehicle body, and The two rear-side members are positioned away from each other as they approach the front of the vehicle body.

28. The electric vehicle body according to claim 22, wherein, A second connecting bracket extending along the longitudinal direction of the vehicle body is mounted on the first rear transverse member, and The second connecting bracket and the front transverse member of the rear subframe form a fourth connection position.

29. The electric vehicle body according to claim 28, wherein, The battery box includes a box body that houses the battery cells. The box body includes: Multiple base plates; Side frames surrounding the plurality of base plates; and At least two reinforcing members are disposed between the plurality of base plates and are connected to the side frame at two ends in the longitudinal direction of the reinforcing members.

30. The electric vehicle body according to claim 29, wherein, The reinforcing member includes: Lower reinforcing members, and An upper reinforcing member is connected to the upper portion of the lower reinforcing member. A connecting groove is formed at the connection position where the end of the side frame meets the lower reinforcing member. The connecting groove penetrates the side frame along its width direction and is simultaneously recessed from the bottom surface of the side frame along its height direction. The end of the lower reinforcing member forms a protrusion that penetrates the side frame through the connecting groove and protrudes from the side frame.

31. The electric vehicle body according to claim 30, wherein, The rear protrusion of the lower reinforcing member is spaced apart from the second connecting bracket of the first rear transverse member and the front transverse member of the rear subframe, and The rear side frame of the side frame is spaced apart from the first rear cross member.

32. The electric vehicle body according to claim 30, wherein, The fourth connection position is located at a position corresponding to the upper reinforcing member.

33. The electric vehicle body according to claim 22, wherein, The longitudinal axis of the reinforcing member is formed to intersect the centerline of the fourth connection position in the height direction.

34. The electric vehicle body according to claim 16 or 30, wherein, The lower reinforcing member has an inverted U-shaped cross-section. The upper reinforcing member has a U-shaped cross-section, and The hollow portion of the lower reinforcing member is configured to be exposed to the outside of the battery box.

35. The electric vehicle body according to claim 16 or 30, wherein, The battery box body also includes a mounting frame for securing the battery box to the vehicle body. The mounting frame is installed on the outside of the side frame where the connecting groove is formed.

36. The electric vehicle body according to claim 16 or 30, wherein, The end of the lower reinforcing member is fitted into the connecting groove and the shape fits, and A welding area is formed between the protrusion of the lower reinforcing member and the connecting groove.

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