Rear auxiliary frame, chassis structure and vehicle

Abstract

The invention provides a rear auxiliary frame, a chassis structure and a vehicle. The rear auxiliary frame comprises rear auxiliary frame longitudinal beams arranged on the left side and the right side respectively, a rear auxiliary frame front cross beam and a rear auxiliary frame rear cross beam, the rear auxiliary frame front cross beam and the rear auxiliary frame rear cross beam are connected between the rear auxiliary frame longitudinal beams on the two sides, and a front cross beam is arranged between the front ends of the rear auxiliary frame longitudinal beams on the two sides; the front cross beam, the rear auxiliary frame front cross beam, the rear auxiliary frame rear cross beam and the rear auxiliary frame longitudinal beams on the two sides are connected to form a plurality of annular structures. Through the arrangement of the front cross beam, the structural strength of the rear auxiliary frame can be improved, the overall torsional rigidity of the rear portion of a vehicle can be improved, and good practicability is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle bodies, and in particular to a rear subframe. The present invention also relates to a chassis structure provided with the rear subframe, and a vehicle provided with the chassis structure. Background Art

[0002] The load-bearing body does not have a frame beam, and often adopts a cage-type body. The engine or drive motor, as well as the gearbox, suspension, etc. are generally assembled on the body frame through a subframe. The use of the subframe can also block vibration and noise, so as to improve the driving comfort of the vehicle.

[0003] The subframe in a vehicle is generally divided into a front subframe and a rear subframe. Taking the rear subframe as an example, the existing rear subframe generally includes two crossbeams, which are respectively located at the front and rear sides of the rear shock absorber tower, so as to not only play a role in lateral connection and support, but also serve as the installation basis for the rear drive assembly, etc. Although the current rear subframe structure can meet the basic design and use requirements, it still has the disadvantage of slightly weak overall structural strength, and especially the structural strength of the front end of the rear subframe needs to be strengthened urgently, which is not conducive to improving the overall torsional stiffness of the rear of the vehicle. Summary of the invention

[0004] In view of this, the present invention aims to provide a rear subframe, so as to increase the structural strength of the rear subframe, thereby facilitating the improvement of the overall torsional rigidity of the rear part of the vehicle.

[0005] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0006] A rear sub-frame, comprising rear sub-frame longitudinal beams arranged on left and right sides, and a rear sub-frame front cross beam and a rear sub-frame rear cross beam connected between the rear sub-frame longitudinal beams on both sides, and a front cross beam is arranged between the front ends of the rear sub-frame longitudinal beams on both sides;

[0007] The front cross beam, the rear subframe front cross beam, the rear subframe rear cross beam, and the rear subframe longitudinal beams on both sides are connected to form a plurality of ring structures.

[0008] Furthermore, a rear subframe anti-collision beam is provided at the rear end of the rear subframe, and rear ends of the rear subframe longitudinal beams on both sides are connected to rear subframe energy absorption boxes, and the rear subframe anti-collision beam is connected to the rear subframe energy absorption boxes on both sides.

[0009] Furthermore, the front ends of the rear sub-frame longitudinal beams on both sides are provided with rear sub-frame mounting points for connection with the vehicle body, and the front cross beam is arranged between the rear sub-frame mounting points on both sides.

[0010] Furthermore, the cross section of the front cross beam along the front-rear direction of the vehicle is a closed cavity structure; and / or,

[0011] The front cross beam is arched downward along the vertical direction of the whole vehicle, and has a straight section in the middle and bent sections on the left and right sides. The bent sections on both sides are inclined upward, and the front cross beam is connected to the rear subframe longitudinal beam through the bent sections.

[0012] Compared with the prior art, the present invention has the following advantages:

[0013] The rear subframe of the present invention is provided with a front cross beam between the front ends of the rear subframe longitudinal beams on both sides, and the front cross beam, the front cross beam of the rear subframe, the rear cross beam of the rear subframe, and the rear subframe longitudinal beams on both sides are connected to form a plurality of annular structures, thereby not only utilizing the lateral connection and supporting function of the front cross beam to increase the structural strength of the front end of the rear subframe, but also utilizing the high strength of the formed annular structure to increase the overall structural strength of the rear subframe, thereby facilitating the improvement of the overall torsional rigidity of the rear of the vehicle.

[0014] In addition, a rear subframe anti-collision beam is arranged at the rear end of the rear subframe, which can improve the rear subframe's rear impact force transmission performance, so that the collision force is better transmitted forward along the rear subframe longitudinal beam, avoiding single-position force, which makes it difficult to disperse the collision force and causes excessive deformation. On the other hand, the rear subframe anti-collision beam can also be used as a pedestrian anti-rolling beam at the rear of the vehicle, which can improve safety during reversing. The rear subframe rear anti-collision beam is connected to the rear subframe longitudinal beam through the rear subframe energy absorption box, and can be crushed and energy absorbed through the rear subframe energy absorption box, which helps to further improve safety during rear impact.

[0015] In addition, the front crossbeam is arranged between the mounting points of the rear subframes on both sides, which helps to increase the rigidity of the mounting position of the rear subframe, thereby improving the dynamic rigidity of the rear subframe after assembly. The cross section of the front crossbeam is a closed cavity, which can ensure the structural strength of the front crossbeam itself. The front crossbeam is arranged with a lower arch and has a straight section and a bent section. On the one hand, it can also take advantage of the high strength of the arched structure to increase the structural strength of the front crossbeam itself. On the other hand, through the arrangement of the straight section, the front crossbeam can be suitable as the installation base for components such as battery packs, thereby facilitating the arrangement of vehicle components in the vehicle body.

[0016] Another object of the present invention is to provide a chassis structure, comprising the rear subframe as described above, and also comprising a front subframe connected to the rear subframe as a whole through a connecting beam;

[0017] The connecting beams are two connected on the left and right sides, and the rear ends of the connecting beams on both sides are respectively connected to the front ends of the rear subframe longitudinal beams on both sides, and the front subframe, the front cross beam and the connecting beams on both sides jointly define a battery pack installation space.

[0018] Furthermore, the rear ends of the connecting beams on both sides are provided with inclined connecting sections, and the connecting sections on each side are connected to the front ends of the longitudinal beams of the rear sub-frame on the same side;

[0019] From front to rear in the front-rear direction of the vehicle, the distance between the connecting sections on both sides is gradually reduced, and a herringbone force transmission structure is formed between the connecting sections on both sides and the rear subframe longitudinal beam and the front cross beam.

[0020] Furthermore, the front cross beam is arranged between the connection positions of the connection sections on both sides and the rear subframe longitudinal beams.

[0021] Furthermore, the lengths of the connecting beams on both sides along the front-rear direction of the vehicle are adjustable, and fixing structures are respectively provided on the connecting beams on both sides, and the fixing structures are used to fix the adjusted lengths of the connecting beams.

[0022] Furthermore, in the left-right direction of the vehicle, a side of the connecting beam on each side facing outward from the vehicle is connected to a side step mounting plate, the side step mounting plate extends along the front-rear direction of the vehicle, and a side step mounting surface is provided on the top of the side step mounting plate.

[0023] The chassis structure described in the present invention adopts the rear subframe as described above, and connects the front and rear subframes into one by connecting beams, and the front subframe, the front cross beam and the connecting beams on both sides jointly define the battery pack installation space. On the one hand, it can utilize the characteristic of the light weight of the load-bearing body to facilitate the lightweight of the body and improve the endurance of the whole vehicle. On the other hand, it can also form a rigid encircling battery pack annular frame structure with the help of the connection setting of the connecting beams. In the event of a collision, the battery pack can move with the annular frame structure, which can reduce the collision impact on the battery pack and increase the collision safety of the battery pack, thereby helping to improve the safety quality of the whole vehicle.

[0024] Secondly, the rear end of each side connecting beam is provided with an inclined connecting section, which is also conducive to the connection with the rear subframe longitudinal beam, and the distance between the connecting sections on both sides is gradually reduced from front to rear, which helps to achieve the Y-direction cross-sectional change of the rear part of the load-bearing body and meet the matching design requirements between the chassis and the body frame in the load-bearing body. The herringbone force transmission structure is formed between the connecting section and the rear subframe longitudinal beam and the front cross beam, which can improve the transmission and dispersion effect of the collision force at the front end of the rear subframe, and help improve the collision safety of the vehicle. The front cross beam is set between the connecting sections on both sides and the connecting position of the rear subframe longitudinal beam, which can improve the dynamic stiffness of the front position of the rear subframe while ensuring the connection strength.

[0025] Furthermore, the length of the connecting beams on both sides is adjustable, and a fixed structure for fixing the length of the connecting beams is provided, which can help meet the wheelbase changes between different models, making the front and rear subframes common parts, which helps to achieve platform design and reduce the research and development costs of the whole vehicle. By connecting the side step mounting plate to the outside of the connecting beam, it can serve as a side collision energy absorption structure while serving as the side step assembly basis, playing a role in collision energy absorption, and can achieve dual purposes, saving the side step mounting frame, which is conducive to the lightweight design of the vehicle body.

[0026] In addition, the present invention also provides a vehicle, in which the chassis structure as described above is provided.

[0027] The vehicle of the present invention has the same beneficial effects as the above-mentioned chassis structure, which will not be described in detail here. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings:

[0029] Figure 1 It is a structural schematic diagram of the rear subframe according to an embodiment of the present invention;

[0030] Figure 2 It is a structural schematic diagram of the front crossbeam according to an embodiment of the present invention;

[0031] Figure 3 It is a schematic structural diagram of a rear subframe anti-collision beam and a rear subframe energy absorption box according to an embodiment of the present invention;

[0032] Figure 4 A schematic diagram of a chassis structure according to an embodiment of the present invention;

[0033] Figure 5 It is a structural schematic diagram of the front subframe according to an embodiment of the present invention;

[0034] Figure 6 is a schematic cross-sectional view of a connecting beam according to an embodiment of the present invention;

[0035] Figure 7 It is a schematic diagram of a chassis structure according to an embodiment of the present invention provided with a side step mounting plate;

[0036] Figure 8 for Figure 7 Schematic diagram of the structure of the middle part;

[0037] Fig. 9 This is a schematic diagram of the structure when the side step mounting plate and the connecting beam according to an embodiment of the present invention are made of extruded aluminum;

[0038] Fig.10 It is a structural schematic diagram of a side step mounting plate and a connecting beam according to an embodiment of the present invention when a steel roll-pressed structure is adopted;

[0039] Fig.11 A schematic diagram of a connecting beam length adjustment structure according to an embodiment of the present invention;

[0040] Description of reference numerals:

[0041] 1. Rear subframe; 2. Front subframe; 3. Connecting beam; 4. Side step mounting plate;

[0042] 1a, rear subframe mounting point; 101, rear subframe longitudinal beam; 102, rear subframe front cross beam; 103, rear subframe rear cross beam; 104, front cross beam; 1041, straight section; 1042, bent section; 105, rear subframe anti-collision beam; 106, rear subframe energy absorption box; 201, front subframe longitudinal beam; 202, front subframe front cross beam; 203, front subframe middle cross beam; 204, front subframe rear cross beam; 204a, rear cross beam body; 204b, overhanging section; 205, front subframe anti-collision beam; 206, front subframe energy absorption box; 3a, connecting section; 3b, transverse reinforcement ribs; 3c, longitudinal beam segmentation; 3d, fixed structure; 4a, side step mounting surface; 4b, collapse guide ribs; 4c, vertical reinforcement ribs;

[0043] A. Length adjustment position; B. Longitudinal beam connection position; Q. Battery pack installation space. DETAILED DESCRIPTION

[0044] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0045] In the description of the present invention, it should be noted that if there are terms indicating orientation or positional relationship such as "upper", "lower", "inner", "outer", etc., they are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, if there are terms such as "first", "second", etc., they are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0046] In addition, in the description of the present invention, unless otherwise clearly defined, the terms "installed", "connected", "connection" and "connector" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood in combination with specific circumstances.

[0047] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0048] Embodiment 1

[0049] The present embodiment relates to a rear subframe 1, which is a part of a load-bearing chassis and is arranged at the rear of the vehicle body. Compared with the existing subframe structure located at the rear of the vehicle body, the rear subframe 1 can increase the overall structural strength of the rear subframe 1 and also improve the safety of the vehicle in the event of a rear collision.

[0050] In terms of overall structure, combined Figure 1 As shown in the figure, the rear subframe 1 of the present embodiment includes rear subframe longitudinal beams 101 arranged on the left and right sides, and a rear subframe front cross beam 102 and a rear subframe rear cross beam 103 connected between the rear subframe longitudinal beams 101 on both sides, and a front cross beam 104 is arranged between the front ends of the rear subframe longitudinal beams 101 on both sides, and the front cross beam 104, the rear subframe front cross beam 102, the rear subframe rear cross beam 103, and the rear subframe longitudinal beams 101 on both sides are also connected to form a plurality of ring structures.

[0051] At this time, as in the above structure, by arranging the front cross beam 104 between the front ends of the rear sub-frame longitudinal beams 101 on both sides, and connecting the front cross beam 104, the rear sub-frame front cross beam 102, the rear sub-frame rear cross beam 103, and the rear sub-frame longitudinal beams 101 on both sides to form a plurality of ring structures. This embodiment can utilize the lateral connection and support function of the front cross beam 104 to increase the structural strength of the front end of the rear sub-frame 1, and can also utilize the high strength of the above-formed ring structure to increase the overall structural strength of the rear sub-frame 1, thereby achieving the effect of improving the overall torsional rigidity of the rear of the vehicle.

[0052] Based on the above overall introduction, specifically, the rear subframe longitudinal beam 101 in the rear subframe 1 of this embodiment, as well as the rear subframe front crossbeam 102 and rear subframe rear crossbeam 103 arranged side by side, can refer to the relevant structure of the rear subframe in the existing load-bearing body. Figure 2As shown, for example, it can also adopt an integrally formed closed structure, so that the cross section of the front cross beam 104 along the front-to-back direction of the vehicle is a closed cavity structure. In this way, the cross section of the front cross beam 104 can be used as a closed cavity to take advantage of the high strength of the cavity structure, so that the front cross beam 104 itself has a higher structural strength.

[0053] In this embodiment, in order to further increase the strength of the front cross beam 104 and to facilitate the installation of the rear end of the battery pack, the front cross beam 104 of this embodiment can be designed to be arched downward along the vertical direction of the vehicle, and have a straight section 1041 in the middle and bent sections 1042 on the left and right sides. The bent sections 1042 on both sides are inclined upward, and the front cross beam 104 is connected to the rear subframe longitudinal beams 101 on both sides through the bent sections 1042.

[0054] At this time, by making the front cross beam 104 arch downward and having a straight section 1041 and a bent section 1042, on the one hand, this embodiment can also use the high strength of the arch structure to increase the structural strength of the front cross beam 104 itself, and on the other hand, through the setting of the above-mentioned straight section 1041, the front cross beam 104 can be suitable as an installation base for components such as battery packs, thereby facilitating the arrangement of vehicle components in the vehicle body.

[0055] Still by Figure 1 As shown in the figure, as a preferred implementation form, the front ends of the rear sub-frame longitudinal beams 101 on both sides of this embodiment are provided with rear sub-frame mounting points 1a for connecting with the vehicle body, and the front cross beam 104 is arranged between the rear sub-frame mounting points 1a on both sides. The specific structure of the rear sub-frame mounting points 1a will be described below, and by arranging the front cross beam 104 between the rear sub-frame mounting points 1a on both sides, it helps to increase the rigidity of the installation position of the rear sub-frame 1, thereby improving the dynamic rigidity of the assembled rear sub-frame 1.

[0056] Continue to combine Figure 1 as well as Figure 3As shown, as a preferred implementation form, different from the rear subframe structure in the existing vehicle, this embodiment is provided with a rear subframe anti-collision beam 105 connected to the rear subframe longitudinal beams 101 on both sides at the rear end of the rear subframe 1. In this way, it can be understood that by arranging the rear subframe anti-collision beam 105 at the rear end of the rear subframe 1, on the one hand, it can improve the rear collision force transmission performance of the rear subframe 1, and can make the collision force through the rear subframe anti-collision beam 105 better dispersed to the rear subframe longitudinal beams 101 on both sides, so as to be transmitted forward along the rear subframe longitudinal beam 101, avoiding single-position force, collision force is difficult to disperse, and excessive deformation is caused. On the other hand, by arranging the above-mentioned rear subframe anti-collision beam 105, the rear subframe anti-collision beam 105 can also be used as a pedestrian anti-rolling beam at the rear of the vehicle, thereby improving the safety during the reversing process.

[0057] It should be noted that in the specific implementation, Figure 3 As shown, the structure of the rear subframe anti-collision beam 105 can refer to the structure of the subframe anti-collision beam configured in the front subframe of the existing vehicle, and it can adopt a sheet metal stamping structure, or an aluminum alloy extrusion profile. At the same time, on the basis of setting the rear subframe anti-collision beam 105, preferably, the rear ends of the rear subframe longitudinal beams 101 on both sides can also be connected to the rear subframe energy absorption box 106, and the rear subframe anti-collision beam 105 is specifically connected to the rear subframe energy absorption box 106 on both sides.

[0058] At this time, the rear subframe energy absorption box 106 may adopt a conventional energy absorption box structure used in existing vehicle bodies. Moreover, it is understandable that the rear subframe rear anti-collision beam 105 is connected to the rear subframe longitudinal beam 101 through the rear subframe energy absorption box 106, so that the rear subframe energy absorption box 106 can perform crushing energy absorption, thereby further improving the rear collision safety of the vehicle.

[0059] The rear subframe of the present embodiment adopts the above structure, through the provision of the front cross beam 104, and on the basis of the provision of the front cross beam 104, a plurality of annular structures are formed in the rear subframe 1, which can not only increase the structural strength of the front end position of the rear subframe 1, but also increase the overall structural strength of the rear subframe 1, which is beneficial to the improvement of the overall torsional rigidity of the rear of the vehicle, and has good practicality.

[0060] Embodiment 2

[0061] The present embodiment relates to a chassis structure, which is applied to a new energy vehicle model with a battery pack, preferably a pure electric vehicle model, and the chassis structure is conducive to achieving lightweight vehicle body and helps to improve the collision safety of the battery pack.

[0062] Traditional body structures mainly include load-bearing bodies and non-load-bearing bodies. The differences between the two lie in structure, weight and ride comfort.

[0063] The non-load-bearing body is generally composed of two parts: the frame beam and the body. The frame is responsible for installing the engine, gearbox, suspension and other components, and the body is only responsible for providing a closed environment required for driving and riding, and does not play a role in bearing capacity. At the same time, the non-load-bearing body is heavy, has a high center of gravity, relatively poor handling, and is less comfortable when driving on paved roads. However, because the frame beam can provide good rigidity, the chassis is strong, has good anti-bumping performance, has good stability and safety, and is also easy to modify.

[0064] The monocoque has no rigid frame, and all the parts in the vehicle are directly mounted on the body. The body as a whole is a load-bearing structure that bears various load forces. At the same time, the monocoque is light, has a low center of gravity, good handling, and is easy to assemble. It can also provide better comfort when driving on paved roads. However, the monocoque has weak torsional rigidity and load-bearing capacity, and because there is no rigid frame, usually only the front, side, rear, and floor parts are strengthened, and the overall safety is relatively poor.

[0065] Based on the above introduction, for new energy vehicles, especially pure electric vehicles, in order to fully utilize the advantages of the load-bearing body and improve the shortcomings of the load-bearing body, this embodiment creatively proposes a chassis structure developed based on the load-bearing body, and at this time, combined with Figure 4 As shown in , in terms of overall structure, the chassis structure of this embodiment includes the rear subframe 1 in the first embodiment, and also includes a front subframe 2 connected to the rear subframe 1 through a connecting beam 3.

[0066] Among them, the front subframe 2 is arranged under the front engine room at the front of the vehicle, the rear subframe 1 is arranged under the rear floor at the rear of the vehicle, and its connecting beam 3 is divided into two on the left and right sides, and the rear ends of the connecting beams 3 on both sides are respectively connected to the front ends of the rear subframe longitudinal beams 101 on both sides, and the front subframe 2, the front cross beam 104 and the connecting beams 3 on both sides jointly define the battery pack installation space Q.

[0067] At this time, as the chassis structure design above, by adopting a load-bearing body structure with front and rear subframes, this embodiment can take advantage of the small weight of the load-bearing body to achieve lightweight body, thereby improving the endurance of the whole vehicle. At the same time, by setting the connecting beams 3 on both sides, the front and rear subframes are connected into one, and the front subframe 2, the front cross beam 104 in the rear subframe 1, and the connecting beams 3 on both sides jointly define the battery pack installation space Q. With the connection setting of the connecting beams 3, this embodiment can also form a rigid embracing battery pack annular frame structure, so that the battery pack can move with the annular frame structure when the vehicle collides, thereby reducing the collision impact on the battery pack, so as to achieve the effect of increasing the collision safety of the battery pack.

[0068] In detail, the front subframe 2 of this embodiment can refer to the front subframe structure of the existing load-bearing body. Generally speaking, Figure 5 As shown in the figure, the front sub-frame 2 has front sub-frame longitudinal beams 201 disposed on the left and right sides, and the front sub-frame front cross beam 202 and the front sub-frame middle cross beam 203 are connected between the front sub-frame longitudinal beams 201 on both sides, and the rear ends of the front sub-frame longitudinal beams 201 on both sides are connected to the front sub-frame rear cross beam 104. At the same time, the front sub-frame 2 is also provided with a front sub-frame anti-collision beam 205 connected to the front sub-frame longitudinal beams 201 on both sides at the front end, and the front sub-frame anti-collision beam 205 is specifically connected to the front ends of the front sub-frame longitudinal beams 201 on each side through the front sub-frame energy absorption box 206.

[0069] In addition, as a preferred implementation form, in the front subframe 2 of this embodiment, the front subframe rear cross beam 204 also structurally has a rear cross beam body 204a located in the middle, and extended sections 204b respectively connected to the left and right ends of the rear cross beam body 204a.

[0070] The rear end of each side front subframe longitudinal beam 201 is connected to the rear cross beam body 204a, and each end extension section 204b extends toward the outside of the vehicle along the left-right direction of the vehicle, and the front end of each side connecting beam 3 is also specifically connected to the extension section 104b on the same side.

[0071] At this point, it can be understood that by providing the extension section 204a in the rear cross beam 204 of the front subframe, it can facilitate the connection with the connecting beams 3 on both sides. Figure 4 , and then by connecting the front sub-frame longitudinal beams 201 on the left and right sides of the front sub-frame 2 with the rear cross beam body 204a of the front sub-frame rear cross beam 204, it is also helpful to achieve the change of the Y-direction (left-right direction of the whole vehicle) cross section of the front part of the load-bearing body, that is, the connecting beams 3 on each side and the front sub-frame longitudinal beams 201 are not in a straight line, but are bent at the connecting position between the two, thereby reducing the Y-direction cross section size of the body at the front sub-frame 2.

[0072] The above-mentioned change in the Y-direction cross-section of the front part of the vehicle body is obviously fundamentally different from the Y-direction cross-section of the frame beam in the non-load-bearing body that is basically consistent front and rear. In addition, the present embodiment meets the matching design requirements between the chassis and the body frame in the load-bearing body through the size change of the above-mentioned Y-direction cross-section of the front part of the vehicle body.

[0073] In this embodiment, Figure 1 and Figure 4As shown in the figure, as a preferred embodiment, the rear end of each side connecting beam 3 is provided with an inclined connecting section 3a, and each side connecting section 3a is connected to the front end of the rear sub-frame longitudinal beam 101 on the same side through the connecting section 3a, and the distance between the connecting sections 3a on both sides is gradually reduced from front to rear in the front-to-rear direction of the whole vehicle.

[0074] At this time, by setting an inclined connecting section 3a at the rear end of each side connecting beam 3, it can also facilitate the connection between the connecting beam 3 and the rear subframe longitudinal beam 101, and make the distance between the connecting sections 3a on both sides gradually decrease from front to rear. Similar to the design of the above-mentioned overhanging section 204b, it can also facilitate the realization of the Y-direction cross-sectional change of the rear part of the load-bearing body, so as to not only meet the matching design requirements between the chassis and the body frame in the load-bearing body, but also become one of the main differences from the non-load-bearing body.

[0075] As a preferred implementation form, combined with Figure 1 and Figure 4 As shown in , based on the arrangement of the above-mentioned side connecting sections 3a, in this embodiment, the connecting sections 3a on both sides and the rear sub-frame longitudinal beam 101 also form a herringbone force transmission structure together with the front cross beam 104. In this way, the herringbone force transmission structure is formed between the side connecting sections 3a, the rear sub-frame longitudinal beam 101 and the front cross beam 104, which can improve the transmission and dispersion effect of the collision force at the front end of the rear sub-frame 1, thereby helping to improve the safety of the vehicle during collision, especially during rear collision.

[0076] In this embodiment, when it is specifically implemented, as a preferred implementation form, still refer to Figure 1 and Figure 4 As shown in the figure, the front cross beam 104 can also be arranged between the connection points of the connecting sections 3a on both sides and the rear sub-frame longitudinal beam 101, that is, the end of the front cross beam 204 is connected to the connection position between the connecting sections 3a on each side and the rear sub-frame longitudinal beam 201. In this way, it is not only helpful to ensure the connection strength of the front cross beam 204, but also conducive to better improving the dynamic stiffness of the front position of the rear sub-frame 3.

[0077] Furthermore, in combination with the description in the first embodiment, the front cross beam 104 located at the front end of the rear sub-frame 1 can be arranged between the rear sub-frame mounting points 1a on both sides. In this case, the rear sub-frame mounting points 1a on each side are located between the rear sub-frame longitudinal beam 101 and the connecting section 3a. At the same time, in a specific implementation, the rear sub-frame mounting points 1a on each side can be, for example, Figure 1 as well as Figure 4 The connecting hole shown in the figure can be connected to the vehicle body via a connecting structure arranged in the connecting hole.

[0078] It is worth noting that, in a specific implementation, the connecting beams 3 on both sides may be, for example, an integrally formed beam structure, and specifically an integral closed structure, and its cross section may be as follows: Figure 6 As shown in , each connecting beam 3 can also be integrally formed with the front subframe rear cross beam 204 and the rear subframe longitudinal beam 101 in the front and rear subframes. At this time, it can be understood that by using a closed cross section, it can ensure the structural strength of the connecting beam 3 itself by virtue of the high strength of the cavity structure, and by integrally forming the connecting beam 3 with the front and rear subframes, the front subframe 2, the connecting beam 3 and the rear subframe 1 after being connected as one can have better structural strength and rigidity.

[0079] Of course, in addition to being an integrated structure, the connecting beam 3 of this embodiment may also adopt other structures, and for example, it may adopt a steel profile welding structure, an aluminum alloy profile extrusion structure, etc. In addition, in addition to being integrally connected with the front sub-frame rear cross beam 204 and the rear sub-frame longitudinal beam 101, in specific implementation, it is also possible to set the connecting beam 3 in a detachable manner. In this case, the above-mentioned detachable manner can generally adopt a screw connection structure, and combined with Figure 8 As shown, the connection position can be located at B near the four corners, and the connection direction can be X direction (front and rear direction of the whole vehicle) or Y direction, and the connection method can be plug-in or flat-panel docking.

[0080] Of course, in order to ensure the reliability of the force transmission of the connecting beam 3, the above connection direction is preferably the X direction. At the same time, in order to ensure the convenience of operation, the connection method is also preferably flat plate docking. Figure 8 At the positions indicated by the reference numerals B, the connection beams 3 on each side can be arranged by means of a flat plate docking method and a screw connection structure connected along the X direction.

[0081] In this embodiment, based on the battery pack installation space Q formed between the front cross beam 204, the front subframe rear cross beam 104 and the connecting beams 3 on both sides, a mounting point for the rear end installation of the battery pack can be set on the front cross beam 204. Therefore, the front cross beam 204 provided in the rear subframe 1 can increase the structural strength and rigidity of the front part of the rear subframe 1, and can also provide a mounting point for vehicle components as mentioned above, and the straight section 1041 in the front cross beam 104 can be suitable for the installation of the rear end of the battery pack.

[0082] It should be noted that the front subframe anti-collision beam 205 and the front subframe energy absorption box 206 in the front subframe 2 can both adopt the conventional subframe anti-collision beam structure and energy absorption box structure used in the existing vehicle body. In addition, it can be understood that, through the setting of the rear subframe anti-collision beam 105 at the rear end of the rear subframe 1, this embodiment can not only cooperate with the front subframe anti-collision beam 205 at the front end, so that the chassis structure of this embodiment can obtain better frontal and rear collision safety performance, but also, when the chassis structure of this embodiment is assembled into the whole vehicle, the above-mentioned front subframe anti-collision beam 205 and rear subframe anti-collision beam 105 can form an upper and lower double anti-collision beam collision force transmission design together with the front and rear anti-collision beams in the upper vehicle body frame, thereby providing super strong double protection.

[0083] like Figure 7 and Figure 8 As shown in the figure, in this embodiment, as a preferred implementation form, in the left-right direction of the vehicle, the side of each side connecting beam 3 facing outward from the vehicle can be further connected to a side step mounting plate 4. The side step mounting plate 4 on each side extends along the front-rear direction of the vehicle, and a side step mounting surface 4a is provided on the top of each side step mounting plate 4.

[0084] At this time, by installing the side step panel and the side step decoration on the side step installation surface 4a, a side step can be formed to assist the driver and passengers in getting on and off the vehicle. In addition, by connecting the side step installation plate 4 to the outside of the connecting beam 3, it can be understood that it can be used as a side collision energy absorption structure while serving as a side step assembly basis, thereby achieving dual purposes, saving the side step installation frame, and also facilitating the lightweight design of the vehicle body.

[0085] In the specific implementation, it should be noted that the side step mounting plates 4 on each side can be detachably connected to the connecting beam 3 on the same side through a connecting piece, for example. In this way, the side step mounting plates 4 on each side can be detachably connected to the connecting beam 3 on the same side through the connecting piece, which can facilitate the assembly of the side step mounting plates 4 and also facilitate the maintenance and replacement of the side step mounting plates 4 in the later stage.

[0086] Of course, in addition to the above detachable setting, in specific implementation, this embodiment can also make the side step mounting plate 4 on each side integrally formed with the connecting beam 3 on the same side. In this way, the side step mounting plate 4 and the connecting beam 3 are integrally formed, which can reduce the preparation cost of the connecting beam 3 and the side step mounting plate 4, and can also better ensure the structural strength of the connecting beam 3 and the side step mounting plate 4, so as to help improve the overall rigidity of the chassis structure.

[0087] For the above-mentioned detachable side step mounting plate 4, specifically, it can be, for example, a steel profile or an aluminum alloy profile, and the above-mentioned connecting member can generally adopt a screwed structure to fixedly connect the side step mounting plate 4 to the connecting beam 3. For the integral molding of the side step mounting plate 4 and the connecting beam 3, for example, it can be such that both the side step mounting plate 4 and the connecting beam 3 are made of one of a steel profile and an aluminum alloy profile, or it can also be such that the side step mounting plate 4 and the connecting beam 3 adopt a steel roll-forming structure.

[0088] As Fig. 9 shown, it is an exemplary structure when both the side step mounting plate 4 and the connecting beam 3 are made of aluminum alloy profiles. In this structural form, to increase the structural strength of the connecting beam 3 and the side step mounting plate 4, transverse reinforcing ribs 3b and vertical reinforcing ribs 4c can be respectively arranged inside the two. At the same time, to improve the collision energy absorption effect of the side step mounting plate 4 when the vehicle has a side collision, a crush guiding rib 4b extending in a bent shape can also be arranged at the bottom of the side step mounting plate 4.

[0089] At this time, by using the vertical reinforcing rib 4c and the crush guiding rib 4b for the reinforcing ribs at the side step mounting plate 4, it can, while appropriately increasing the structural strength at the position of the side step mounting plate 4, also enable the side step mounting plate 4 to have a good crush energy absorption capacity, so that one side of the side step mounting plate 4 becomes a crush energy absorption area, which helps to improve the side collision energy absorption effect. Different from one side of the side step mounting plate 4, on one side of the connecting beam 3, through the arrangement of the transverse reinforcing rib 3b, by using the transverse supporting effect of the transverse reinforcing rib 3b, the connecting beam 3 can have a strong supporting stiffness when the vehicle has a side collision, and then one side of the connecting beam 3 can become a rigid frame area to better protect the battery pack located in the battery pack installation space Q.

[0090] In this embodiment, in addition to as Fig. 9 shown, making the integrally formed connecting beam 3 and side step mounting plate 4 have different cross-sectional structures. Of course, in specific implementation, it can also be such that the wall thickness on one side of the connecting beam 3 is greater than that on one side of the side step mounting plate 4. In this way, the strength on one side of the connecting beam 3 can be further increased to make full use of the crush energy absorption of one side of the side step mounting plate 4 to protect the battery pack inside the connecting beam 3.

[0091] As Fig.10 shown is an exemplary cross-sectional form when the above-mentioned side step mounting plate 4 and connecting beam 3 adopt a steel roll-forming structure. It should be noted that when adopting the roll-forming structure, the integrally formed side step mounting plate 4 and connecting beam 3 generally adopt the Fig.10 "day" - shaped cross-section shown and can be connected by a combination of laser welding and spot welding. However, in addition to adopting the "day" - shaped cross-section, of course, it is also possible to make the roll-formed side step mounting plate 4 and connecting beam 3 adopt other cross-sectional forms.

[0092] In this embodiment, based on the setting of the connecting beams 3 on both sides, in addition to making the connecting beams 3 on both sides an integrated structure, as a preferred implementation form, the length of the connecting beams 3 on both sides along the front-rear direction of the whole vehicle can be adjusted, and at the same time, fixed structures 3d are respectively set on the connecting beams 3 on both sides to fix the adjusted length of the connecting beams 3 through the fixed structures 3d. At this time, by making the length of the connecting beams 3 on both sides adjustable and setting a fixed structure for fixing the length of the connecting beams 3, it can be helpful to meet the wheelbase changes between different models, and make the front and rear subframes become common parts, which is conducive to realizing platform design to reduce the research and development costs of the whole vehicle.

[0093] In specific implementation, the length adjustment positions of the connecting beams 3 on both sides can be as follows: Figure 4 Indicated by the label A, and, as Fig.11 As shown in , in order to achieve the adjustable length of the connecting beam 3, for example, the two longitudinal beam segments 3c disconnected at the position marked A can be connected by plugging, and at the same time, the above-mentioned fixing structure 3d can be fixed in the form of a threaded sleeve and a bolt.

[0094] The threaded sleeve can be fixed in one of the longitudinal beam segments 3c, and connecting holes are respectively provided on the two longitudinal beam segments 3c, and the connecting holes on the outer longitudinal beam segment 3c are arranged in a plurality of intervals. When adjusting the length of the connecting beam 3, after the insertion length of the two longitudinal beam segments 3c is adjusted, the bolt is screwed into the threaded sleeve through the connection process, so that the length of the connecting beam 3 can be adjusted and the adjusted length of the connecting beam 3 can be fixed.

[0095] In addition, it should be noted that when the length of the connecting beams 3 on both sides is adjustable, the side step mounting plate 4 disposed on the side of each side connecting beam 3 facing the outside of the vehicle should be detachably connected to the connecting beam 3. In specific implementation, the side step mounting plate 4 of a suitable length can be manufactured according to the adjusted length of the connecting beam 3, and then connected to the outside of the connecting beam 3 after the length of the connecting beam 3 is fixed.

[0096] The chassis structure of this embodiment adopts the above structure. On the basis of the traditional load-bearing body, the front and rear subframes are connected by the connecting beams 3 on both sides. By adopting the load-bearing body structure with front and rear subframes, the weight of the load-bearing body can be used to achieve lightweight of the body, which can improve the endurance of the whole vehicle.

[0097] At the same time, by setting the connecting beams 3 on both sides, the front and rear subframes are connected into one, and the front subframe 2, the front crossbeam 104 and the connecting beams 3 on both sides jointly define the battery pack installation space Q. The chassis structure of this embodiment can also form an embracing battery pack ring frame structure with the help of the connection setting of the connecting beams 3. In the event of a collision, the battery pack can move with the ring frame structure, which can reduce the collision impact on the battery pack, increase the collision safety of the battery pack, and improve the safety quality of the entire vehicle.

[0098] In addition, the above-mentioned chassis structure of this embodiment, since the front and rear ends of the chassis are still the front and rear sub-frames, the sub-frame structure has a smaller Y-direction section than the frame in the non-load-bearing body, and the longitudinal beam at the position of the sub-frame continues to use a curved longitudinal beam structure, the chassis structure of this embodiment becomes a structural innovation in the form of a sub-frame, and is significantly different from the conventional non-load-bearing frame beam structure. Specifically, the front and rear sub-frames in this embodiment are still separate units, and it is just based on the front and rear sub-frames in the load-bearing body, and further adds a front and rear connecting beam 3, which is not an integrated beam structure in the non-load-bearing body.

[0099] Moreover, it is precisely because of the integrated structure of the front and rear subframes connected by the connecting beam 3 that this embodiment, as mentioned above, can not only utilize the characteristics of the load-bearing body structure to reduce the body weight to increase the vehicle's endurance, but also form a battery pack annular protection frame to better improve the collision safety of the battery pack. Therefore, the chassis structure of this embodiment not only improves the shortcomings of the load-bearing body structure, but also has the advantages of the non-load-bearing body structure, which can well improve the overall quality of the vehicle and has good practicality.

[0100] Embodiment 3

[0101] The present embodiment relates to a vehicle which adopts a load-bearing body and is specifically a new energy vehicle type provided with a battery pack. Specifically, the vehicle is preferably a pure electric vehicle type, and the chassis structure of the second embodiment is provided in the vehicle.

[0102] It should be noted that, based on the chassis structure of the first embodiment, the vehicle of this embodiment is assembled in the same manner as the existing load-bearing body assembly, that is, the bottom subframe is still assembled to the upper body, and the upper body frame is the load-bearing body in the vehicle, and the chassis accessories are also assembled to the body relying on the front and rear subframes. In addition, when the vehicle collides, the upper body frame, the front and rear subframes in the chassis, and the connecting beam 3 participate in the absorption and transmission of the collision force, instead of the frame beam alone transmitting force and absorbing energy as in the non-load-bearing body.

[0103] The vehicle of this embodiment is provided with the chassis structure of the second embodiment. On the basis of a traditional load-bearing body, the front and rear subframes are connected via connecting beams 3 on both sides. This is not only conducive to achieving lightweight of the body and improving the endurance of the whole vehicle, but also can reduce the collision impact on the battery pack, increase the collision safety of the battery pack, help to improve the safety quality of the whole vehicle, and has good practicality.

[0104] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A rear subframe (1), characterized in that: The vehicle comprises rear sub-frame longitudinal beams (101) arranged on the left and right sides, and a rear sub-frame front cross beam (102) and a rear sub-frame rear cross beam (103) connected between the rear sub-frame longitudinal beams (101) on the two sides, and a front cross beam (104) is arranged between the front ends of the rear sub-frame longitudinal beams (101) on the two sides; The front cross beam (104), the rear subframe front cross beam (102), the rear subframe rear cross beam (103), and the rear subframe longitudinal beams (101) on both sides are connected to form a plurality of ring structures.

2. The rear subframe (1) according to claim 1, characterized in that: A rear subframe anti-collision beam (105) is provided at the rear end of the rear subframe (1), and rear ends of the rear subframe longitudinal beams (101) on both sides are connected to rear subframe energy absorption boxes (106), and the rear subframe anti-collision beam (105) is connected to the rear subframe energy absorption boxes (106) on both sides.

3. The rear subframe (1) according to claim 2, characterized in that: The front ends of the rear sub-frame longitudinal beams (101) on both sides are provided with rear sub-frame mounting points (1a) for connecting with the vehicle body, and the front cross beam (104) is arranged between the rear sub-frame mounting points (1a) on both sides.

4. The rear subframe (1) according to any one of claims 1 to 3, characterized in that: The cross section of the front cross beam (104) along the front-rear direction of the vehicle is a closed cavity structure; and / or, The front cross beam (104) is arranged to be arched downward in the vertical direction of the whole vehicle, and has a straight section (1041) located in the middle, and bent sections (1042) located on the left and right sides, the bent sections (1042) on both sides are arranged to be inclined upward, and the front cross beam (104) is connected to the rear sub-frame longitudinal beam (101) through the bent sections (1042).

5. A chassis structure, characterized in that: A rear subframe (1) according to any one of claims 1 to 4, further comprising a front subframe (2) connected to the rear subframe (1) via a connecting beam (3); The connecting beams (3) are two connected beams arranged on the left and right sides, and the rear ends of the connecting beams (3) on the two sides are respectively connected to the front ends of the rear sub-frame longitudinal beams (101) on the two sides, and the front sub-frame (2), the front cross beam (104) and the connecting beams (3) on the two sides jointly define a battery pack installation space (Q).

6. The chassis structure according to claim 5, characterized in that: The rear ends of the connection beams (3) on both sides are provided with connection sections (3a) arranged obliquely, and the connection sections (3a) on each side are connected to the front ends of the rear auxiliary frame longitudinal beams (101) on the same side; From front to rear in the front-rear direction of the vehicle, the distance between the connecting sections (3a) on both sides is gradually reduced, and a herringbone force transmission structure is formed between the connecting sections (3a) on both sides and the rear subframe longitudinal beam (101) and the front cross beam (104).

7. The chassis structure according to claim 6, characterized in that: The front cross beam (104) is arranged between the connection positions of the connection sections (3a) on both sides and the rear sub-frame longitudinal beams (101).

8. The chassis structure according to claim 5, characterized in that: The lengths of the connecting beams (3) on both sides along the front-rear direction of the vehicle are adjustable, and the connecting beams (3) on both sides are respectively provided with fixing structures (3d), and the fixing structures (3d) are used to fix the adjusted length of the connecting beams (3).

9. The chassis structure according to any one of claims 5 to 8, characterized in that: In the left-right direction of the vehicle, the side of the connecting beam (3) on each side facing outward from the vehicle is connected to a side step mounting plate (4), the side step mounting plate (4) extends in the front-rear direction of the vehicle, and a side step mounting surface (4a) is provided on the top of the side step mounting plate (4).

10. A vehicle, characterized in that: The vehicle is provided with the chassis structure according to any one of claims 5 to 9.

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