Front-end chassis, body and vehicle

Abstract

This invention relates to the field of vehicles, providing a front-end underframe, a vehicle body, and a vehicle. The front-end underframe includes a pair of longitudinal beams; at least two pairs of wing-shaped curved beams, which are spaced apart along the length of the longitudinal beams and bent downwards to form a vertical load transfer path; a crossbeam connected between the pair of longitudinal beams, on which a linkage seat is formed for mounting linkages of the running system; and a side beam connected to the outer side of the wing-shaped curved beams and forming a longitudinal load transfer path with the longitudinal beams. This front-end underframe can distribute and transfer loads more evenly and efficiently, ensuring the stability and safety of vehicle operation; ensuring the stability and reliability of linkages during vehicle operation; improving the integration of the vehicle; and also helping to reduce the overall weight and manufacturing cost of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and provides a front-end chassis, a vehicle body, and a vehicle. Background Technology

[0002] As urban traffic problems become increasingly prominent, including but not limited to capacity limitations, congestion, and parking difficulties, these issues impact the travel efficiency and quality of life of urban residents. Traditional urban transportation modes, such as subways, light rail, and trams, while providing an efficient and green mode of travel, involve large-scale investment, long construction periods, and complex infrastructure construction such as tunnels and elevated roads. Traditional road transportation, such as buses, coaches, and private cars, while adaptable, with short construction periods and low costs, is limited by small capacity, congestion, and parking problems, making it difficult to meet the continuously growing population's travel demands.

[0003] Rubber-tired trains, as a new type of urban transportation solution that balances efficiency and flexibility, aim to enhance the efficiency and coverage of urban transportation systems by utilizing the road network instead of building new dedicated tracks, while reducing reliance on infrastructure construction, lowering costs, and shortening construction cycles. The principle lies in using specially designed tires (such as rubber tires) to travel on prefabricated road surface guide structures, allowing for flexible integration into existing urban public roads without the need for additional track laying or the construction of heavy tunnel structures.

[0004] Due to the unique structure and operating mode of rubber-tired trains, new challenges and requirements have been presented to the design of their front-end underframes. These include stability and safety, ground adaptability, accurate guidance and positioning, maintenance, and durability. However, the front-end underframes of rubber-tired trains in related technologies do not yet possess the above-mentioned functions, especially regarding stability and safety. Summary of the Invention

[0005] This invention provides a front-end chassis to address the shortcomings of poor structural stability in related technologies, enabling more uniform and efficient load distribution and transfer while meeting lightweight design requirements.

[0006] This invention also provides a vehicle body.

[0007] This invention also provides a vehicle.

[0008] A first aspect of the present invention provides a front-end chassis, comprising:

[0009] A pair of longitudinal beams;

[0010] At least two pairs of wing-shaped curved beams are connected to the longitudinal beam at intervals along the length of the longitudinal beam, and the wing-shaped curved beams are bent in the direction of downward movement of the vehicle to form a vertical load transfer path;

[0011] A crossbeam, connected between a pair of longitudinal beams, has a connecting rod seat formed on it for mounting a connecting rod of the running system;

[0012] The side beam is connected to the outside of the wing-shaped curved beam and forms a longitudinal load transfer path with the longitudinal beam.

[0013] According to one embodiment of the present invention, there are at least three pairs of wing-shaped curved beams, and the at least three pairs of wing-shaped curved beams are connected to the longitudinal beam at intervals along the length direction of the longitudinal beam.

[0014] According to one embodiment of the present invention, the crossbeam includes a middle crossbeam, which corresponds to the wing-shaped curved beam located in the middle;

[0015] The connecting rod seat includes:

[0016] A base is connected to the intermediate crossbeam, and a pull rod interface is provided on the base near the crossbeam, with the pull rod interface inclined toward the centerline of the intermediate crossbeam;

[0017] A support column is connected to the base and extends in a direction away from the intermediate crossbeam. The end of the support column away from the intermediate crossbeam is provided with a longitudinal tie rod mounting interface.

[0018] According to one embodiment of the present invention, an anti-roll torsion bar interface is provided on the base along the length direction of the longitudinal beam.

[0019] According to one embodiment of the present invention, there are two connecting rod seats, which are symmetrically arranged about the centerline of the crossbeam.

[0020] According to one embodiment of the present invention, it further includes an end beam connected to one end of the longitudinal beam, and a drive component mounting seat is provided on the longitudinal beam near the end beam.

[0021] According to one embodiment of the present invention, a vertical damper mounting interface is provided on the crossbeam of the intermediate crossbeam on the side opposite to the drive component mounting seat.

[0022] According to one embodiment of the present invention, a spring mounting seat is provided between the vertical damper mounting interface and the connecting rod seat.

[0023] According to one embodiment of the present invention, a support column for supporting the vehicle body is provided on the side beam at a position corresponding to the wing-shaped curved beam, and a reinforcing rib is provided between the support column and the wing-shaped curved beam.

[0024] A second aspect of the present invention provides a vehicle body, including a central underframe, a rear underframe, and a front underframe as described above, wherein the central underframe is disposed between the front underframe and the rear underframe.

[0025] A third aspect of the present invention provides a vehicle, including the aforementioned front-end chassis or the aforementioned vehicle body.

[0026] According to the first aspect of the present invention, the front-end underframe effectively forms a vertical load transfer path by connecting at least two pairs of wing-shaped curved beams at intervals along the length direction on the longitudinal beams, with these wing-shaped curved beams bending towards the underside of the vehicle. This design allows the underframe to distribute and transfer vertical loads from the vehicle body more evenly and efficiently, thereby significantly enhancing the vertical load-bearing capacity of the underframe and ensuring the stability and safety of vehicle operation. Linkage seats are designed on the crossbeams specifically for mounting the connecting rods of the running gear. This design not only simplifies the installation process of the connecting rods and improves assembly efficiency, but also ensures the stability and reliability of the connecting rods during vehicle operation through reasonable layout and structural design, providing a strong guarantee for the smooth operation of the vehicle's running gear. Side beams are connected to the outer side of the wing-shaped curved beams and together with the longitudinal beams form a longitudinal load transfer path. This design allows the underframe to form a more stable support structure when bearing longitudinal loads from the front and rear directions of the vehicle, effectively transferring and distributing these loads, preventing local overload and deformation of the underframe, and further enhancing the longitudinal load-bearing capacity of the underframe. The organic combination of longitudinal beams, wing-shaped curved beams, crossbeams, and side beams forms a complete, compact, and efficient underframe structure. This structure not only improves the overall strength and rigidity of the underframe, enabling it to maintain good stability and durability under various complex loads, but also provides a solid support foundation for other vehicle components. The wing-shaped curved beam design allows the underframe to maintain sufficient strength while making rational use of space, providing more installation space for other vehicle systems (such as electrical systems and braking systems). This optimized spatial layout not only improves the vehicle's integration but also helps reduce the overall weight and manufacturing cost of the vehicle.

[0027] According to the second aspect of the present invention, the vehicle body, by integrating a front underframe, a middle underframe, and a rear underframe, forms a complete, efficient, and structurally sound vehicle body. This design not only inherits the advantages of the front underframe in vertical and longitudinal load-bearing capacity, but also further enhances the overall performance and stability of the vehicle body through the setting of the middle underframe. This allows the vehicle body to maintain good stability and durability when subjected to various complex loads, and also improves the vehicle's impact and vibration resistance, providing a safer and more comfortable riding environment for passengers and cargo. The front underframe, through its unique wing-shaped curved beam and side beam design, forms an effective vertical and longitudinal load transfer path. As a key component connecting the front and rear underframes, the middle underframe can further balance and disperse these loads, making the load distribution of the entire vehicle body more uniform and reasonable. This design helps to reduce local overload and stress concentration, extending the service life of the vehicle body. The front underframe, middle underframe, and rear underframe are all designed as independently manufactureable and installable modules. This modular design not only improves the production efficiency and assembly flexibility of the vehicle body, but also facilitates subsequent maintenance and upgrades. When a component needs to be replaced or upgraded, only the corresponding module needs to be operated on, without the need for large-scale disassembly and reconstruction of the entire vehicle body. By adjusting the size, shape, and connection method of the front, middle, and rear underframes, it can flexibly adapt to the needs of different vehicle models and applications. This adaptability makes the vehicle body provided by this invention widely applicable in various fields such as buses, trucks, and special vehicles. The middle underframe not only enhances the structural strength of the vehicle body but also provides the possibility for optimizing the vehicle's interior space. Through the rational design of the structure and layout of the middle underframe, the space under the vehicle body can be fully utilized to install key components such as the powertrain, transmission system, and battery, while ensuring the comfort and safety of passengers and cargo.

[0028] The vehicle provided according to a third aspect of the present invention significantly improves the overall performance and functionality of the vehicle by employing the front-end chassis or vehicle body as a core component as described in the above embodiments. Whether using a separate front-end chassis or a complete vehicle body, the vehicle provided by the present invention inherits its strong load-bearing capacity and stability. The wing-shaped curved beam design of the front-end chassis effectively transmits vertical loads, while the combination of side beams and longitudinal beams enhances the transmission capacity of longitudinal loads, enabling the vehicle to stably cope with various road conditions and load changes during operation. The modular design of the front-end chassis and vehicle body not only simplifies the vehicle's manufacturing and assembly process but also improves its adaptability and maintainability. This design allows the vehicle to be flexibly configured according to different usage needs, while facilitating subsequent maintenance and upgrades. The structural design of the front-end chassis and vehicle body fully considers passenger comfort. Through measures such as reasonable load distribution, optimized vibration transmission paths, and utilizing the space under the vehicle body to install key components, vibration and noise during vehicle operation are reduced, providing passengers with a quieter and smoother riding environment. The robust structure of the front-end chassis and vehicle body provides a solid safety guarantee for the vehicle. In the event of a collision or emergency braking, the vehicle maintains good stability, reducing the risk of injury to passengers and cargo. Furthermore, all components of the vehicle are meticulously designed and rigorously tested to ensure its reliability and durability under various operating conditions. By optimizing the vehicle's structure and layout, the vehicle provided by this invention helps reduce overall vehicle weight, energy consumption, and emissions. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in this invention or related technologies, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic structural diagram of the front-end chassis provided by the present invention.

[0031] Figure 2 yes Figure 1 A magnified view of a portion of point A in the middle.

[0032] Figure 3 yes Figure 1 A magnified view of a section at point B.

[0033] Figure 4 yes Figure 1 A magnified view of a section at point C.

[0034] Figure 5 This is a schematic structural diagram of the chassis in the vehicle body provided by the present invention.

[0035] Figure label:

[0036] 100. Longitudinal beam; 102. Wing-shaped curved beam; 104. Crossbeam; 106. Connecting rod seat; 108. Side beam; 110. Base; 112. Tie rod interface; 114. Support column; 116. Longitudinal tie rod mounting interface; 118. Anti-roll torsion bar interface; 120. End beam; 122. Drive component mounting seat; 124. Vertical damper mounting interface; 126. Air spring mounting seat; 128. Column; 130. Reinforcing rib; 132. Middle base frame; 134. Rear base frame. Detailed Implementation

[0037] The embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of the invention.

[0038] like Figures 1 to 5 As shown, a first aspect of the present invention provides a front-end chassis, comprising:

[0039] A pair of longitudinal beams, 100;

[0040] At least two pairs of wing-shaped curved beams 102 are connected at intervals to the longitudinal beam 100 along the length direction of the longitudinal beam 100, and the wing-shaped curved beams 102 are bent in the direction of downward movement of the vehicle to form a vertical load transfer path.

[0041] A crossbeam 104 is connected between a pair of longitudinal beams 100. A connecting rod seat 106 is formed on the crossbeam 104. The connecting rod seat 106 is used to install the connecting rod of the running system.

[0042] Side beam 108 is connected to the outside of wing-shaped curved beam 102 and forms a longitudinal load transfer path with longitudinal beam 100.

[0043] According to the first aspect of the present invention, the front-end underframe effectively forms a vertical load transfer path by connecting at least two pairs of wing-shaped curved beams 102 at intervals along the length direction on the longitudinal beam 100, and these wing-shaped curved beams 102 are bent towards the underside of the vehicle. This design allows the underframe to distribute and transfer vertical loads from the vehicle body more evenly and efficiently, thereby significantly enhancing the vertical load-bearing capacity of the underframe and ensuring the stability and safety of vehicle operation. A connecting rod seat 106 is designed on the crossbeam 104, specifically for mounting the connecting rods of the running gear system. This design not only simplifies the installation process of the connecting rods and improves assembly efficiency, but also ensures the stability and reliability of the connecting rods during vehicle operation through reasonable layout and structural design, providing a strong guarantee for the smooth operation of the vehicle running gear system. The side beam 108 is connected to the outside of the wing-shaped curved beams 102 and, together with the longitudinal beam 100, forms a longitudinal load transfer path. This design enables the underframe to form a more stable support structure when bearing longitudinal loads from the front and rear directions of the vehicle, effectively transferring and distributing these loads, preventing localized overload and deformation of the underframe, and further enhancing the longitudinal load-bearing capacity of the underframe. Through the organic combination of longitudinal beams 100, wing-shaped curved beams 102, crossbeams 104, and side beams 108, a complete, compact, and efficient underframe structure is formed. This structure not only improves the overall strength and rigidity of the underframe, enabling it to maintain good stability and durability under various complex loads, but also provides a solid support foundation for other vehicle components. The design of the wing-shaped curved beams 102 allows the underframe to maintain sufficient strength while also making rational use of space, providing more installation space for other vehicle systems (such as electrical systems and braking systems). This optimized spatial layout not only improves the vehicle's integration but also helps reduce the overall weight and manufacturing cost of the vehicle.

[0044] Please continue reading Figures 1 to 5 The front-end chassis provided in the first aspect of the present invention is designed to optimize the structural strength and load transfer path of the vehicle, thereby improving overall stability and safety.

[0045] The longitudinal beam 100, as the main load-bearing structure of the underframe, extends along the longitudinal direction of the vehicle, providing the main longitudinal support for the entire underframe. The longitudinal beam 100 is made of high-strength materials to ensure sufficient load-bearing capacity and bending strength.

[0046] At least two pairs of wing-shaped curved beams 102 are spaced apart along the length of the longitudinal beam 100. Their design feature is that they bend downwards towards the vehicle, forming a unique vertical load transfer path. This design not only enhances the vertical load-bearing capacity of the underframe but also optimizes load distribution, improving vehicle stability and comfort.

[0047] A crossbeam 104 connects a pair of longitudinal beams 100, forming a robust lateral support structure. A link seat 106 is formed on the crossbeam 104 for mounting the links of the running gear, ensuring a secure connection and efficient power transmission. The number and position of the crossbeams 104 are determined according to the specific requirements and overall layout of the vehicle to meet different operating conditions.

[0048] Side beam 108 connects to the outer side of wing-shaped curved beam 102 and, together with longitudinal beam 100, forms a longitudinal load transfer path. The design of side beam 108 enhances the lateral stiffness and overall stability of the underframe, preventing deformation and torsion under lateral forces. Simultaneously, side beam 108 also protects the internal structure and components of the underframe, improving vehicle safety.

[0049] Through a rational combination design of longitudinal beams 100, wing-shaped curved beams 102, crossbeams 104, and side beams 108, the front-end underframe of this invention possesses higher structural strength and load-bearing capacity. The unique design of the wing-shaped curved beams 102 enhances the vertical load transfer capability, while the side beams 108 and crossbeams 104 improve lateral and longitudinal stiffness. The front-end underframe of this invention can be flexibly adjusted and designed according to the specific needs and overall layout of the vehicle. By changing the number, position, and dimensions of the longitudinal beams 100, crossbeams 104, wing-shaped curved beams 102, and side beams 108, the requirements of different vehicle models and operating conditions can be met.

[0050] In summary, the front-end chassis provided by the first aspect embodiment of the present invention has advantages such as high structural strength, reasonable load distribution, good stability and safety, and strong adaptability, which is of great significance for improving the overall performance and reliability of vehicles.

[0051] According to one embodiment of the present invention, there are at least three pairs of wing-shaped curved beams 102, and the at least three pairs of wing-shaped curved beams 102 are connected to the longitudinal beam 100 at intervals along the length direction of the longitudinal beam 100.

[0052] See Figure 1 According to one embodiment of the present invention, the number of wing-shaped curved beams 102 is at least three pairs, and these wing-shaped curved beams 102 are connected to the longitudinal beam 100 at intervals along the length direction of the longitudinal beam 100. This design further enhances the structural strength and load-bearing capacity of the front end frame.

[0053] Specifically, by increasing the number of wing-shaped bends 102 to three or more pairs, more vertical load transfer points can be formed on the longitudinal beams 100. This helps to distribute vertical loads from different parts of the vehicle more evenly across the entire underframe, reducing localized stress concentrations and improving the durability and service life of the underframe.

[0054] Each pair of wing-shaped beams 102 bends downwards, forming an effective vertical support structure. As the number of wing-shaped beams 102 increases, these vertical support structures form a denser network on the longitudinal beams 100, thereby enhancing the underframe's resistance to vertical loads. This is particularly important for improving the vehicle's load-bearing capacity and driving stability.

[0055] During vehicle operation, the underframe is subjected to dynamic loads from various factors such as road surface unevenness and acceleration / deceleration. By increasing the number of wing-shaped bending beams 102, these dynamic loads can be absorbed and dispersed more effectively, reducing underframe vibration and noise, and improving vehicle ride comfort and driving stability.

[0056] The wing-shaped curved beams 102, together with the longitudinal beams 100, the transverse beams 104, and the side beams 108, constitute the main load-bearing structure of the front underframe. As the number of wing-shaped curved beams 102 increases, the connections between these structures become tighter, enhancing the overall rigidity of the underframe. This helps prevent deformation and torsion of the underframe under external forces, ensuring the stability and safety of the vehicle under various operating conditions.

[0057] Although this embodiment proposes a design scheme of at least three pairs of wing-shaped curved beams 102, the specific number, position, and size parameters can still be flexibly adjusted according to the specific needs and overall layout of the vehicle. This design flexibility allows the front-end underframe to better adapt to the needs of different vehicle models and operating conditions.

[0058] According to one embodiment of the present invention, the crossbeam 104 includes a middle crossbeam 104, which corresponds to the wing-shaped curved beam 102 located in the middle;

[0059] Linkage seat 106 includes:

[0060] The base 110 is connected to the middle crossbeam 104. The base 110 is provided with a pull rod interface 112 near the crossbeam 104. The pull rod interface 112 is inclined toward the center line of the middle crossbeam 104.

[0061] The support column 114 is connected to the base 110 and extends in a direction away from the middle crossbeam 104. The end of the support column 114 away from the middle crossbeam 104 is provided with a longitudinal tie rod mounting interface 116.

[0062] Please continue reading Figures 1 to 5In this embodiment, a crossbeam 104 corresponding to the wing-shaped curved beam 102 located in the middle of the longitudinal beam 100 is defined as the intermediate crossbeam 104. The intermediate crossbeam 104 ensures the structural strength and stability of the middle area, allowing the entire underframe to distribute the load more evenly when bearing load. The presence of the intermediate crossbeam 104 not only enhances the lateral stiffness of the underframe but also forms a more stable frame structure through its connection with the longitudinal beam 100 and the wing-shaped curved beam 102. This helps to improve the overall load-bearing capacity and deformation resistance of the underframe.

[0063] The connecting rod seat 106 consists of two parts: a base 110 and a support column 114. The base 110 is connected to the intermediate crossbeam 104, and a tie rod interface 112 is provided near the crossbeam 104. The tie rod interface 112 is inclined towards the centerline of the intermediate crossbeam 104. This design helps to reduce the lateral force generated by the connecting rod when transmitting power, thereby improving transmission efficiency and stability.

[0064] Support column 114 is connected to base 110 and extends in a direction away from intermediate crossbeam 104. The presence of support column 114 not only provides the necessary support strength for connecting rod seat 106, but also makes the installation position of the connecting rod more reasonable and stable. A longitudinal tie rod mounting interface 116 is provided at the end of support column 114 away from intermediate crossbeam 104 for installing longitudinal tie rods, ensuring effective connection between the connecting rod and the travel system.

[0065] The design of the intermediate crossbeam 104 corresponding to the central wing-shaped curved beam 102, and the stable connection of the connecting rod seat 106 to the crossbeam 104 via the base 110 and support column 114, jointly enhance the structural strength and stability of the underframe. The rational layout of the crossbeam 104 and connecting rod seat 106 allows for a more even distribution of loads under load, reducing localized stress concentration and improving the underframe's durability and service life. Although this embodiment describes the structure of the crossbeam 104 and connecting rod seat 106 in detail, specific design parameters (such as the inclination angle of the tie rod interface 112, the height and diameter of the support column 114, etc.) can still be flexibly adjusted according to the specific needs of the vehicle and the overall layout. This design flexibility allows the front-end underframe to better adapt to the needs of different vehicle models and operating conditions.

[0066] According to one embodiment of the present invention, an anti-roll torsion bar interface 118 is provided on the base 110 along the length direction of the longitudinal beam 100.

[0067] See Figure 3 According to one embodiment of the present invention, in the design of the front end base frame, an anti-roll torsion bar interface 118 is further provided on the base 110 along the length direction of the longitudinal beam 100.

[0068] The anti-roll torsion bar interface 118 is used to install anti-roll torsion bars. When a vehicle is driving on uneven roads or making sharp turns, large lateral forces are generated, which can easily cause the vehicle to roll. The anti-roll torsion bar absorbs and resists these lateral forces through its elastic deformation, thereby maintaining the stability and balance of the vehicle.

[0069] The installation of anti-roll torsion bars allows the underframe to distribute loads more evenly when subjected to lateral forces, reducing excessive stress on individual components. This helps extend the service life of the underframe and its components, and improves the overall vehicle durability and safety.

[0070] The combination of the anti-roll torsion bar interface 118 and the base 110 forms a more stable frame structure. This structure enhances the lateral rigidity of the chassis while also improving the overall rigidity of the chassis, making the vehicle more stable and reliable during operation.

[0071] When driving at high speeds or making sharp turns, vehicles require good lateral stability to ensure safety. The design of the anti-roll torsion bar interface 118 allows the front underframe to more effectively resist lateral forces, improving vehicle handling and stability. By reducing vehicle roll, the anti-roll torsion bar interface 118 also helps improve passenger comfort. Especially when driving on rough roads, passengers can experience a smoother and more comfortable ride.

[0072] According to one embodiment of the present invention, there are two connecting rod seats 106, which are symmetrically arranged about the center line of the crossbeam 104.

[0073] See Figure 1 According to one embodiment of the present invention, in the design of the front end frame, the number of connecting rod seats 106 is set to two, and the two connecting rod seats 106 are symmetrically arranged about the center line of the crossbeam 104.

[0074] The two link seats 106 are symmetrically arranged around the centerline of the crossbeam 104, achieving structural balance on both sides of the underframe. This balance helps reduce additional stress and vibration caused by structural asymmetry, improving the durability and stability of the underframe. The symmetrical arrangement of the link seats 106 allows for more even distribution of loads from the running gear, reducing excessive pressure on any single link seat 106. This helps extend the service life of the link seats 106 and related components, and reduces the failure rate. Due to the symmetrical arrangement of the two link seats 106, the connection between them and the running gear links is smoother and more seamless. This helps reduce friction and wear caused by poor connections, improving transmission efficiency and reliability. The symmetrical layout of the link seats 106 makes power transmission more balanced and stable, reducing vibration and noise caused by uneven power distribution. This contributes to improved vehicle ride smoothness and comfort.

[0075] The symmetrical design of the connecting rod seat 106 makes maintenance and repair more convenient. Maintenance personnel can more easily access and inspect the condition of the connecting rod seat 106 and its related components, allowing for timely identification and resolution of problems. When replacement of the connecting rod seat 106 or related components is required, the symmetrical design simplifies the replacement process, enabling replacement without complex adjustments and calibrations, thus reducing maintenance costs and time.

[0076] According to one embodiment of the present invention, it further includes an end beam 120, which is connected to one end of the longitudinal beam 100, and a drive member mounting seat 122 is provided on the longitudinal beam 100 near the end beam 120.

[0077] See Figure 1 and Figure 2 According to one embodiment of the present invention, the design of the front end base frame is further extended by introducing the design of the end beam 120 and the drive component mounting base 122.

[0078] End beam 120 is designed to connect one end of longitudinal beam 100, forming an important component of the underframe structure. This connection not only enhances the overall integrity of the underframe but also improves the rigidity and stability of the underframe at the end.

[0079] The presence of the end beam 120 provides necessary support and fixing points for other components of the underframe at the end (such as the drive system, suspension system, etc.). This helps ensure the stability and reliability of these components during vehicle operation.

[0080] A drive component mounting seat 122 is provided on the longitudinal beam 100 near the end beam 120. This location was chosen based on considerations of the vehicle's power transmission path and weight distribution, aiming to ensure that the drive system can operate efficiently and stably.

[0081] The drive component mounting bracket 122 is used to mount the vehicle's drive components (such as motors, engines, etc.). These drive components are the power source for the vehicle's movement. They are tightly connected to the chassis via the mounting bracket, ensuring the continuity and stability of power transmission.

[0082] The design of the end beam 120 and drive component mounting base 122 enhances the overall structural integrity of the front-end underframe, making it more stable and reliable under various loads and forces. The proximity of the drive component mounting base 122 to the end beam 120 optimizes the power transmission path. This reduces power loss and interference during transmission, improving efficiency and stability. Through the rational design of the end beam 120 and drive component mounting base 122, the front-end underframe can better support and secure the vehicle's drive system and other critical components. This contributes to improved vehicle handling, stability, and driving efficiency. The design of the end beam 120 and drive component mounting base 122 also considers ease of maintenance and repair. Their position and layout allow maintenance personnel easier access to and inspection of these components, reducing the difficulty and cost of maintenance and repair.

[0083] According to one embodiment of the present invention, a vertical damper mounting interface 124 is provided on the side of the intermediate crossbeam 104 opposite to the drive component mounting base 122.

[0084] See Figure 4 According to one embodiment of the present invention, the design of the front underframe is further refined by adding a vertical damper mounting interface 124 at a specific location on the intermediate crossbeam 104. This design aims to improve the stability and comfort of the underframe under vertical loads.

[0085] The vertical damper mounting interface 124 is located on the side of the intermediate crossbeam 104 opposite to the drive component mounting seat 122. This location is chosen based on an in-depth analysis of vehicle dynamics and aims to ensure that the vertical damper can effectively absorb and disperse vertical impacts and vibrations from the road surface.

[0086] Vertical dampers are an important component of a vehicle's suspension system, reducing vertical vibrations caused by road unevenness during driving through damping. Positioning the vertical damper mounting interface 124 on the intermediate crossbeam 104 ensures a secure connection between the damper and the chassis, maximizing its damping effect. Effective operation of the vertical damper significantly reduces vibration and noise levels inside the vehicle, improving passenger comfort. This effect is particularly noticeable during long-distance travel or driving on rough roads. In addition to improving comfort, vertical dampers also contribute to enhanced vehicle stability during driving. By reducing vertical vibration and sway, the vehicle can better maintain its trajectory and posture, improving handling and safety.

[0087] The addition of the vertical damper mounting interface 124 makes the suspension system layout more rational and efficient. By precisely controlling the position and angle of the dampers, the performance of the suspension system can be further optimized. The effective operation of the vertical dampers not only improves the vehicle's ride comfort but also enhances its driving stability and handling. These performance improvements contribute to enhancing the overall performance and market competitiveness of the vehicle. Positioning the vertical damper mounting interface 124 on the center crossbeam 104 also facilitates the maintenance and replacement of the dampers. Maintenance personnel can more easily access and operate these components, reducing the difficulty and cost of maintenance and replacement.

[0088] According to one embodiment of the present invention, a spring mounting seat 126 is provided between the vertical damper mounting interface 124 and the connecting rod seat 106.

[0089] See Figure 4 According to one embodiment of the present invention, in the design of the front end frame, a spring mounting seat 126 is provided between the vertical damper mounting interface 124 and the connecting rod seat 106.

[0090] An air spring, also known as an air spring, is a spring element that uses air as its elastic medium. By placing an air spring mounting seat 126 between the vertical damper mounting interface 124 and the connecting rod seat 106, the vehicle's vertical vibration control capability can be further enhanced. Air springs have non-linear stiffness characteristics, enabling them to automatically adjust their stiffness according to load changes, thereby more effectively absorbing and dispersing vertical impacts and vibrations from the road surface.

[0091] The excellent damping performance of air springs can significantly reduce vibration and noise levels inside a vehicle, further improving passenger comfort. Especially when driving on uneven roads, air springs play a greater role in maintaining vehicle stability and smoothness.

[0092] By positioning the air spring mounting bracket 126 between the vertical damper mounting interface 124 and the connecting rod seat 106, not only is space utilization improved, but the layout of the suspension system becomes more compact and rational. This layout helps reduce interference and friction between components, improving the overall performance and reliability of the suspension system.

[0093] The air spring mounting bracket 126 needs to have sufficient strength and rigidity to support the air spring and ensure that it will not deform or be damaged during use. Simultaneously, the design of the mounting bracket must also consider the connection method and positioning accuracy with the vertical damper and connecting rod seat 106. To meet the requirements of strength, rigidity, and corrosion resistance, the air spring mounting bracket 126 is typically made of high-strength, low-alloy steel and other high-quality materials. These materials not only possess good mechanical properties but also high durability and reliability. The manufacturing of the air spring mounting bracket 126 requires advanced processing technology and equipment to ensure dimensional accuracy and surface quality. Furthermore, rigorous testing and experimentation are necessary to ensure that it meets design and usage requirements.

[0094] By optimizing the layout and performance of the suspension system, the air spring mounting bracket 126 can further improve vehicle stability and ride comfort. This contributes to enhancing the overall performance and market competitiveness of the vehicle. Air springs have a long service life and low maintenance costs. By properly configuring the air spring mounting bracket 126 and selecting high-quality materials and manufacturing processes, the service life of the air springs can be further extended and maintenance costs reduced. The non-linear stiffness characteristics of air springs allow them to adapt to the operating requirements under different loads and road conditions. By configuring the air spring mounting bracket 126 and properly matching it with other suspension system components, the adaptability and reliability of the vehicle can be further improved.

[0095] According to one embodiment of the present invention, a support column 128 for supporting the vehicle body is provided on the side beam 108 at a position corresponding to the wing-shaped curved beam 102, and a reinforcing rib 130 is provided between the support column 128 and the wing-shaped curved beam 102.

[0096] See Figure 1 According to one embodiment of the present invention, a support column 128 for supporting the vehicle body is provided on the side beam 108 at a position corresponding to the wing-shaped curved beam 102, and a reinforcing rib 130 is added between the support column 128 and the wing-shaped curved beam 102. This design aims to improve the overall rigidity and stability of the underframe, ensuring that the vehicle body can maintain good support when subjected to various loads.

[0097] The support column 128 is directly connected to the side beam 108, forming a stable support structure with the wing-shaped curved beam 102. This design effectively transfers the weight and load of the vehicle body to the underframe, ensuring the stability and safety of the vehicle body during operation.

[0098] The addition of support column 128 not only provides extra support points but also enhances the rigidity of the underframe at the corresponding location. This helps reduce deformation and torsion of the underframe under load, improving the overall stability and durability of the underframe.

[0099] The reinforcing rib 130 is positioned between the support column 128 and the wing-shaped curved beam 102, and its main function is to disperse and transfer stress. When the vehicle body is subjected to load, the reinforcing rib 130 can effectively disperse the stress from the concentration point to a wider area, reduce local stress concentration, and improve the load-bearing capacity of the underframe.

[0100] The reinforcing rib 130 further strengthens the connection between the support column 128 and the wing-shaped beam 102. They are fixed to the base frame by welding or bolting, forming a more stable support structure. This structure not only improves the reliability of the connection but also enhances the overall strength and rigidity of the base frame.

[0101] By adding struts 128 and reinforcing ribs 130, the load-bearing capacity of the front underframe is significantly improved. This allows the vehicle to better adapt to various working conditions and load requirements, improving its practicality and economy. The addition of struts 128 and reinforcing ribs 130 enhances the overall rigidity and stability of the underframe. This allows the vehicle to better maintain its posture and trajectory during operation, improving its handling and safety. This design, through reasonable layout and structural design, effectively improves the strength and rigidity of the underframe. At the same time, it also considers ease of manufacturing and maintenance, reducing production costs and maintenance difficulty.

[0102] A second aspect of the present invention provides a vehicle body, including a central underframe 132, a rear underframe 134, and a front underframe as described above, wherein the central underframe 132 is disposed between the front underframe and the rear underframe 134.

[0103] See Figure 1According to the second aspect of the present invention, the vehicle body, by integrating the front underframe, the middle underframe 132, and the rear underframe 134, forms a complete, efficient, and structurally sound vehicle body. This design not only inherits the advantages of the front underframe in vertical and longitudinal load-bearing capacity, but also further enhances the overall performance and stability of the vehicle body through the setting of the middle underframe 132. This enables the vehicle body to maintain good stability and durability when subjected to various complex loads, and also improves the vehicle's impact and vibration resistance, providing a safer and more comfortable riding environment for passengers and cargo. The front underframe, through its unique wing-shaped curved beam 102 and side beam 108 design, forms an effective vertical and longitudinal load transfer path. As a key component connecting the front and rear underframes, the middle underframe 132 can further balance and disperse these loads, making the load distribution of the entire vehicle body more uniform and reasonable. This design helps to reduce local overload and stress concentration, extending the service life of the vehicle body. The front underframe, the middle underframe 132, and the rear underframe 134 are all designed as independently manufactureable and installable modules. This modular design not only improves the production efficiency and assembly flexibility of the vehicle body, but also facilitates subsequent maintenance and upgrades. When a component needs to be replaced or upgraded, only the corresponding module needs to be operated, without the need for large-scale disassembly and reconstruction of the entire vehicle body. By adjusting the size, shape, and connection method of the front underframe, middle underframe 132, and rear underframe 134, it can flexibly adapt to the needs of different vehicle models and applications. This adaptability makes the vehicle body provided by this invention widely applicable in various fields such as buses, trucks, and special vehicles. The setting of the middle underframe 132 not only enhances the structural strength of the vehicle body, but also provides the possibility for optimizing the interior space of the vehicle. By rationally designing the structure and layout of the middle underframe 132, the space under the vehicle body can be fully utilized to install key components such as the powertrain, transmission system, and battery, while ensuring the comfort and safety of passengers and cargo.

[0104] A third aspect of the present invention provides a vehicle, including the aforementioned front-end chassis or the aforementioned vehicle body.

[0105] The vehicle provided according to a third aspect of the present invention significantly improves the overall performance and functionality of the vehicle by employing the front-end chassis or vehicle body as a core component as described in the above embodiments. Whether using a separate front-end chassis or a complete vehicle body, the vehicle provided by the present invention inherits its strong load-bearing capacity and stability. The wing-shaped curved beam 102 of the front-end chassis effectively transmits vertical loads, while the combination of the side beam 108 and the longitudinal beam 100 enhances the transmission capacity of longitudinal loads, enabling the vehicle to stably cope with various road conditions and load changes during operation. The modular design of the front-end chassis and vehicle body not only simplifies the vehicle's manufacturing and assembly process but also improves its adaptability and maintainability. This design allows the vehicle to be flexibly configured according to different usage needs, while facilitating subsequent maintenance and upgrades. The structural design of the front-end chassis and vehicle body fully considers passenger comfort. By rationally distributing loads, optimizing vibration transmission paths, and utilizing the space under the vehicle body to install key components, vibration and noise during vehicle operation are reduced, providing passengers with a quieter and smoother riding environment. The robust structure of the front-end chassis and vehicle body provides a solid safety guarantee for the vehicle. In the event of a collision or emergency braking, the vehicle maintains good stability, reducing the risk of injury to passengers and cargo. Furthermore, all components of the vehicle are meticulously designed and rigorously tested to ensure its reliability and durability under various operating conditions. By optimizing the vehicle's structure and layout, the vehicle provided by this invention helps reduce overall vehicle weight, energy consumption, and emissions.

[0106] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A front-end base frame, characterized in that, include: A pair of longitudinal beams; At least two pairs of wing-shaped curved beams are connected to the longitudinal beam at intervals along the length of the longitudinal beam, and the wing-shaped curved beams are bent in the direction of downward movement of the vehicle to form a vertical load transfer path; A crossbeam, connected between a pair of longitudinal beams, has a connecting rod seat formed on it for mounting a connecting rod of the running system; The side beam is connected to the outside of the wing-shaped curved beam and forms a longitudinal load transfer path with the longitudinal beam; The wing-shaped curved beams are at least three pairs, and the at least three pairs of wing-shaped curved beams are connected to the longitudinal beam at intervals along the length direction of the longitudinal beam; the crossbeam includes a middle crossbeam, and the middle crossbeam corresponds to the wing-shaped curved beam located in the middle; The connecting rod seat includes: A base is connected to the intermediate crossbeam, and a pull rod interface is provided on the base near the crossbeam, with the pull rod interface inclined toward the centerline of the intermediate crossbeam; A support column is connected to the base and extends in a direction away from the intermediate crossbeam. The end of the support column away from the intermediate crossbeam is provided with a longitudinal tie rod mounting interface.

2. The front-end chassis according to claim 1, characterized in that, Along the length of the longitudinal beam, an anti-roll torsion bar interface is provided on the base.

3. The front-end chassis according to any one of claims 1 to 2, characterized in that, There are two connecting rod seats, which are symmetrically arranged about the centerline of the crossbeam.

4. The front-end chassis according to claim 1 or 2, characterized in that, It also includes an end beam, which is connected to one end of the longitudinal beam, and a drive component mounting seat is provided on the longitudinal beam near the end beam.

5. The front-end chassis according to claim 4, characterized in that, A vertical vibration damper mounting interface is provided on the crossbeam on the side of the middle crossbeam opposite to the drive component mounting seat.

6. The front-end chassis according to claim 5, characterized in that, A spring mounting base is provided between the vertical damper mounting interface and the connecting rod seat.

7. The front-end chassis according to any one of claims 1 to 2, characterized in that, A support column for supporting the vehicle body is provided on the side beam at a position corresponding to the wing-shaped curved beam, and a reinforcing rib is provided between the support column and the wing-shaped curved beam.

8. A vehicle body, characterized in that, It includes a middle chassis, a rear chassis, and a front chassis as described in any one of claims 1 to 7, wherein the middle chassis is disposed between the front chassis and the rear chassis.

9. A vehicle, characterized in that, Includes the front-end chassis as described in any one of claims 1 to 7, or the vehicle body as described in claim 8.

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