Front auxiliary frame, chassis structure and vehicle

Abstract

The invention provides a front auxiliary frame, a chassis structure and a vehicle. Front auxiliary frame longitudinal beams on the left side and the right side of the front auxiliary frame are each provided with an upper longitudinal beam and a lower longitudinal beam which are arranged up and down; the front ends of the upper longitudinal beams and the front ends of the lower longitudinal beams on the sides are connected with a front cross beam of a front auxiliary frame, the rear ends of the upper longitudinal beams and the rear ends of the lower longitudinal beams on the sides are connected to a rear cross beam located on the rear portion of the front auxiliary frame, and crumple sections are arranged on the front sections of the upper longitudinal beams and the front sections of the lower longitudinal beams on the sides. The crumple section can be bent and deformed when the front auxiliary frame longitudinal beam bears direct impact force not lower than a preset threshold value, and the front section of the upper longitudinal beam and the front section of the lower longitudinal beam are guided to crumple. According to the front auxiliary frame, the collision force transmission capacity of the front auxiliary frame can be improved, the collision energy absorption effect of the front auxiliary frame can be improved, and the collision safety of the whole vehicle can be improved.

Description

Technical Field

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

[0002] As an important structure in the vehicle chassis suspension, the front subframe is not only the intermediate buffer connecting the suspension and the vehicle body, but also the installation platform for components such as the powertrain, swing arm, stabilizer bar and steering gear. At present, as people have higher and higher requirements for vehicle collision safety, the front subframe is one of the main structures that can participate in vehicle head-on collisions, and its ability to cope with collisions is particularly important. However, the existing front subframe still has shortcomings such as a single collision force transmission form and poor collision impact force absorption effect, which is not conducive to improving the collision safety of the entire vehicle. Summary of the invention

[0003] In view of this, the present invention aims to provide a front subframe to help improve the collision safety of the entire vehicle.

[0004] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0005] A front subframe, wherein the front subframe longitudinal beams on the left and right sides of the front subframe both have an upper longitudinal beam and a lower longitudinal beam arranged up and down;

[0006] The front ends of the upper longitudinal beam and the lower longitudinal beam on each side are connected to the front cross beam of the front subframe, the rear ends of the upper longitudinal beam and the lower longitudinal beam on each side are connected to the rear cross beam located at the rear part of the front subframe, and the front sections of the upper longitudinal beam and the lower longitudinal beam on each side have a collapsed section;

[0007] The crushing section can be bent and deformed when the front subframe longitudinal beam is subjected to a positive impact force not less than a preset threshold value, and guides the front section of the upper longitudinal beam and the front section of the lower longitudinal beam to collapse.

[0008] Furthermore, the front ends of the upper longitudinal beams and the lower longitudinal beams on each side meet together, and the front sections of the upper longitudinal beams and the lower longitudinal beams on each side, and the front subframe energy absorption box located in front of the front cross beam of the front subframe together form a herringbone structure.

[0009] Furthermore, the crushed sections in the front section of the upper longitudinal beam and the front section of the lower longitudinal beam on each side include a crushed section front portion and a crushed section rear portion connected along the front-rear direction of the vehicle;

[0010] The yield strength of the front portion of the crush section is greater than the yield strength of the rear portion of the crush section.

[0011] Further, the front part of the crushed section and the rear part of the crushed section are both tubular, and the front end of the rear part of the crushed section is inserted into the rear end of the front part of the crushed section; or,

[0012] A first mounting portion is disposed at the rear end of the front portion of the crushed segment, and a second mounting portion is disposed at the front end of the rear portion of the crushed segment. The first mounting portion and the second mounting portion are butt-jointed together.

[0013] Furthermore, the middle parts of the upper longitudinal beams on both sides are arched upward along the vertical direction of the whole vehicle, and a front shock absorber tower is provided at the top of the arched position of the upper longitudinal beams on each side, and a front shock absorber mounting structure is provided on the front shock absorber tower.

[0014] Furthermore, the portion where the upper longitudinal beam is connected to the front shock tower is a straight structure arranged along the front-rear direction of the vehicle; and / or,

[0015] The front and rear sides of the front shock absorber tower are both provided with reinforcing flanges, and the bottoms of the reinforcing flanges on the front and rear sides are both connected to the upper longitudinal beam, and the tops of the reinforcing flanges on the front and rear sides are both connected to the top of the front shock absorber tower.

[0016] Furthermore, a support beam is connected between the lower longitudinal beam and the upper longitudinal beam on each side, and a connection point between the support beam and the upper longitudinal beam on each side is located below the front shock tower on the same side.

[0017] Compared with the prior art, the present invention has the following advantages:

[0018] The front sub-frame of the present invention is configured such that the longitudinal beam of the front sub-frame is composed of an upper longitudinal beam and a lower longitudinal beam arranged up and down, and a crush section is respectively provided on the upper and lower longitudinal beams. On the one hand, the double force transmission channels formed by the upper and lower longitudinal beams can be utilized to increase the transmission capacity of the collision force. On the other hand, the crush energy absorption of the crush section can be utilized to increase the absorption effect of the collision impact force. In this way, the collision force transmission capacity of the front sub-frame can be increased, and the collision energy absorption effect of the front sub-frame can be improved, which helps to improve the collision safety of the whole vehicle.

[0019] In addition, the front ends of the upper and lower longitudinal beams intersect, and the front sections of the upper and lower longitudinal beams and the front subframe energy absorption box form a herringbone structure, which is conducive to the transmission of the collision force to the upper and lower longitudinal beams, and can further increase the transmission capacity of the collision force. The crush section includes two connected front and rear parts, and the yield strength of the front part of the crush section is greater than that of the rear part of the crush section, which can ensure the crushing energy absorption effect of the crush section during a collision. The front part and the rear part of the crush section are tubular, and the rear part of the crush section is inserted into the front part of the crush section, or the front part of the crush section and the rear part of the crush section are connected by two mounting parts, which can make the structure of the crush section simpler, facilitate the molding and preparation of the crush section, and also ensure the crushing energy absorption effect of the crush section.

[0020] In addition, the middle part of the upper longitudinal beam is arched upward, and a front shock absorber tower is set at the arched position. By integrating the front shock absorber tower on the front subframe, the cabin longitudinal beam and cabin side beam in the front cabin of the vehicle body can be simplified or even omitted, which helps to simplify the body structure, reduce the weight of the body, and is conducive to the lightweight design and styling design of the body. The part where the upper longitudinal beam and the front shock absorber tower are connected is set as a straight structure, which can facilitate the integrated setting of the front shock absorber tower and also help to improve the force transmission capacity of the upper longitudinal beam. The front shock absorber tower is set with reinforced flanges on the front and rear sides, which can increase the overall structural strength of the front shock absorber tower and improve the reliability of the front shock absorber installation. A support beam is set between the upper and lower longitudinal beams and located below the front shock absorber tower to support the upper longitudinal beam and the front shock absorber tower, thereby improving the dynamic stiffness of the front shock absorber tower.

[0021] Another object of the present invention is to provide a chassis structure, comprising the front subframe as described above located at the front of the vehicle, a rear subframe located at the rear of the vehicle, and a connecting beam connected between the front subframe and the rear subframe;

[0022] The front subframe is arranged below the front cabin at the front of the vehicle, the rear subframe is arranged below the rear floor at the rear of the vehicle, and the connecting beams are two connected on the left and right sides;

[0023] The front sub-frame, the rear sub-frame and the connecting beams on both sides are connected to form an annular structure, and a battery pack installation space is formed in the annular structure.

[0024] Further, the rear sub-frame has rear sub-frame longitudinal beams disposed on the left and right sides, and in the left-right direction of the whole vehicle, the connecting beams on each side are located on the side of the front sub-frame longitudinal beam and the rear sub-frame longitudinal beam on the same side close to the outside of the vehicle; and / or,

[0025] In the left-right direction of the vehicle, a side step mounting plate is connected to the side of the connecting beam on each side facing outward from the vehicle. 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.

[0026] The chassis structure of the present invention, by providing the front sub-frame as described above, can increase the collision force transmission capacity of the front sub-frame, and can improve the collision energy absorption effect of the front sub-frame, thereby helping to improve the collision safety of the entire vehicle. At the same time, by providing the connecting beams on both sides, the front and rear sub-frames are connected into an integrated annular structure through the connecting beams on both sides, and the battery pack installation space is defined in the annular structure, and the battery pack annular frame structure can also be formed by means of the connection setting of the connecting beams. When the vehicle collides, the battery pack can move with the annular frame structure, which can reduce the collision impact on the battery pack, thereby increasing the collision safety of the battery pack, and helping to improve the safety quality of the entire vehicle.

[0027] Secondly, the side connecting beams are located on the same side of the front subframe longitudinal beam and the side of the rear subframe longitudinal beam close to the outside of the vehicle, which helps to achieve the Y-direction cross-sectional changes in the front and rear parts of the load-bearing body, and meet the matching design requirements between the chassis and the body frame in the load-bearing body. 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, thereby saving the side step mounting frame and facilitating the lightweight design of the body.

[0028] The present invention also provides a vehicle, wherein the vehicle is provided with the chassis structure as described above.

[0029] The vehicle described in 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

[0030] 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:

[0031] Figure 1 It is a structural schematic diagram of the front subframe according to an embodiment of the present invention;

[0032] Figure 2 A schematic diagram of a collapse section according to an embodiment of the present invention;

[0033] Figure 3 It is a schematic diagram of the structure of the collapse section according to an embodiment of the present invention;

[0034] Figure 4 It is a structural schematic diagram of the front shock tower according to an embodiment of the present invention;

[0035] Figure 5 A schematic diagram of a chassis structure according to an embodiment of the present invention;

[0036] Figure 6 A schematic diagram of a chassis structure according to an embodiment of the present invention provided with a battery pack;

[0037] Figure 7 It is a structural schematic diagram of the rear subframe according to an embodiment of the present invention;

[0038] Figure 8 A schematic diagram of the cooperation between the chassis structure and the vehicle body according to an embodiment of the present invention;

[0039] Description of reference numerals:

[0040] 1. Front subframe; 2. Rear subframe; 3. Connecting beam; 4. Side step mounting plate; 5. Battery pack; 6. Vehicle body;

[0041] 101, front subframe longitudinal beam; 102, front subframe front cross beam; 103, front subframe middle cross beam; 104, rear cross beam; 105, front subframe anti-collision beam; 106, front subframe energy absorption box; 107, front shock tower; 108, support beam; 201, rear subframe longitudinal beam; 202, rear subframe front cross beam; 203, rear subframe rear cross beam; 204, front cross beam; 205, rear subframe anti-collision beam; 206, rear subframe energy absorption box; 207, rear shock tower; 3a, connecting section;

[0042] 101a, crush section; 101b, front part of crush section; 101c, rear part of crush section; 1011, upper longitudinal beam; 1012, lower longitudinal beam; 104a, cross beam body; 104b, overhanging section; 107a, boss; 107b, reinforcing flange; 2011, inner longitudinal beam; 2012, outer longitudinal beam;

[0043] 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 front sub-frame 1 , which can increase the collision force transmission capability of the front sub-frame 1 and improve the collision energy absorption effect of the front sub-frame 1 .

[0050] In terms of overall structure, combined Figure 1 As shown in FIG. 1 , the front subframe 1 of the present embodiment has front subframe longitudinal beams 101 disposed on the left and right sides, and the front subframe longitudinal beams 101 on the left and right sides each have an upper longitudinal beam 1011 and a lower longitudinal beam 1012 disposed vertically.

[0051] The front ends of the upper longitudinal beams 1011 and the lower longitudinal beams 1012 on each side are connected to the front cross beam 102 of the front sub-frame, and the rear ends of the upper longitudinal beams 1011 and the lower longitudinal beams 1012 on each side are connected to the rear cross beam 104 located at the rear of the front sub-frame 1. At the same time, the front sections of the upper longitudinal beams 1011 and the lower longitudinal beams 1012 on each side have a crushing section 101a. The crushing section 101a can be bent and deformed when the front sub-frame longitudinal beam 101 is subjected to a positive impact force not less than a preset threshold, thereby guiding the front sections of the upper longitudinal beams 1011 and the lower longitudinal beams 1012 to crush.

[0052] At this time, as set above, by making the front sub-frame longitudinal beams 101 on both sides consist of an upper longitudinal beam 1011 and a lower longitudinal beam 1012 arranged up and down, and respectively setting a crush section 101a on the upper and lower longitudinal beams, on the one hand, it can utilize the double force transmission channels formed by the upper and lower longitudinal beams to increase the transmission capacity of the collision force, and on the other hand, it can also utilize the crush energy absorption of the crush section 101a to increase the absorption effect of the collision impact force, thereby achieving the effect of increasing the collision force transmission capacity of the front sub-frame 1 and improving the collision energy absorption capacity of the front sub-frame 1.

[0053] Based on the above overall introduction, specifically, similar to the front subframe 1 currently provided in the vehicle, in addition to the front subframe front crossbeam 102, this embodiment also provides a front subframe middle crossbeam 103 between the front subframe longitudinal beams 101 on both sides. The front subframe middle crossbeam 103 is located between the middle parts of the front subframe longitudinal beams 101 on both sides, and is specifically connected between the lower longitudinal beams 1012 on both sides.

[0054] In addition to the front sub-frame middle cross beam 103, the present embodiment also has a front sub-frame anti-collision beam 105 at the front end of the front sub-frame 1, and the front sub-frame anti-collision beam 105 is also specifically connected to the front side of the front sub-frame front cross beam 102 through front sub-frame energy absorption boxes 106 disposed on the left and right sides.

[0055] In addition, it should be noted that, as a preferred implementation form, the above-mentioned rear cross beam 104 can be, for example, a part of the front sub-frame 1, and specifically a front sub-frame rear cross beam located at the rear end of the front sub-frame 1. However, in addition to being a front sub-frame rear cross beam, of course, the rear cross beam 104 of this embodiment can also be a beam structure that is arranged at the rear of the front sub-frame 1 and is arranged independently of the front sub-frame 1, and in this case, the rear cross beam 104 can be connected to other beam structures in the middle of the vehicle chassis to meet its arrangement requirements.

[0056] In the specific implementation, it should be noted that when the rear cross beam 104 is independently provided from the front sub-frame 1, the connection between the rear cross beam 104 and the front sub-frame 1 is generally connected to the rear ends of the front sub-frame longitudinal beams 101 on both sides. Moreover, when the rear cross beam 104 is independently provided from the front sub-frame 1, the front sub-frame rear cross beam in the front sub-frame 1 can be selectively provided according to the needs.

[0057] In this embodiment, the rear cross beam 104 is taken as the rear cross beam of the front subframe 1. Specifically, as a preferred implementation form, the rear cross beam 104 also has a cross beam body 104a located in the middle, and an extension section 104b connected to the left and right ends of the cross beam body 104a. The extension sections 104b on each side extend toward the outside of the vehicle along the left and right directions of the vehicle, and the rear end of the lower longitudinal beam 1012 on each side is connected to the cross beam body 104a, and the rear end of the upper longitudinal beam 1011 on each side is connected to the extension section 104b on the same side.

[0058] Thus, the rear cross beam 104 is composed of the cross beam body 104a and the extending sections 104b on the left and right sides, and the rear end of the lower longitudinal beam 1012 is connected to the cross beam body 104a, and the rear end of the upper longitudinal beam 1011 is connected to the extending section 104b, which can facilitate the connection between the upper and lower longitudinal beams and the rear cross beam 104 and help to transmit the collision force at the upper and lower longitudinal beams to the rear rear cross beam 104.

[0059] Continue to combine Figure 2 As shown in , as a preferred implementation form, based on the fact that the front ends of the upper and lower longitudinal beams on each side are connected to the front cross beam 102 of the front sub-frame, this embodiment also makes the front ends of the upper longitudinal beams 1011 and the lower longitudinal beams 1012 on each side intersect together, and the front sections of the upper longitudinal beams 1011 and the lower longitudinal beams 1012 on each side, and the front sub-frame energy absorption box 106 located on the front side of the front cross beam 102 of the front sub-frame together form a herringbone structure.

[0060] At this time, by making the front ends of the upper and lower longitudinal beams on each side intersect and connect to the front cross beam 102 of the front subframe, and making the front sections of the upper and lower longitudinal beams on each side and the front subframe energy absorption box 106 form a herringbone structure, it is beneficial to transmit the collision force to the upper and lower longitudinal beams, and can further increase the transmission capacity of the front subframe longitudinal beam 101 to the collision force.

[0061] In this embodiment, as a feasible implementation form, continue to combine Figure 3 As shown in the figure, the crushed section 101a in the front section of the upper longitudinal beam 1011 and the front section of the lower longitudinal beam 1012 on each side may include a crushed section front portion 101b and a crushed section rear portion 101c connected along the front-to-rear direction of the vehicle, and the yield strength of the crushed section front portion 101b is greater than the yield strength of the crushed section rear portion 101c.

[0062] In this way, by making the crush segment 101a on each side include two connected front and rear parts, and making the yield strength of the front part 101b of the crush segment greater than that of the rear part 101c of the crush segment, it is possible that when the vehicles collide head-on, the rear part 101c of the crush segment in the upper and lower longitudinal beams can be crushed and deformed, and due to the collapse of the rear part 101c of the crush segment, the front part 101b of the crush segment in the upper and lower longitudinal beams moves into the space between the upper and lower longitudinal beams due to the collapse of the rear part 101c of the crush segment, and finally the crush segment 101a in the upper and lower longitudinal beams can bend, thereby ensuring the crush energy absorption effect of the crush segment 101a on the upper and lower longitudinal beams during collision.

[0063] Among them, in order to make the yield strength of the front part 101b of the crush section greater than that of the rear part 101c of the crush section, in the specific implementation, for example, the material, thickness, etc. of the front part 101b and the rear part 101c of the crush section can be designed so that there is a difference in the material, thickness, etc. of the two, or a structural reinforcement structure can be added to the front part 101b of the crush section, or a crush structure can be added to the rear part 101c of the crush section, so as to meet the yield strength design requirements of the front and rear parts of the crush section.

[0064] Still see Figure 3 As shown in , based on the yield strength of the above-mentioned crushing section front part 101b being greater than the yield strength of the crushing section rear part 101c, in specific implementation, as a feasible implementation form, this embodiment can, for example, make the crushing section front part 101b and the crushing section rear part 101c both tubular, and also insert the front end of the crushing section rear part 101c into the rear end of the crushing section front part 101b. In this way, by designing the crushing section front part 101b and the crushing section rear part 101c to be tubular, and inserting the crushing section rear part 101c into the crushing section front part 101b, the structure of the crushing section 101a can be made simpler, which is convenient for realizing the molding preparation of the crushing section 101a, and at the same time, the crushing energy absorption effect of the crushing section 101a can be ensured.

[0065] Of course, in addition to designing the front and rear parts of the crush segment as a plug-connected tubular structure, this embodiment can also adopt other settings to achieve the connection between the front part 101b of the crush segment and the rear part 101c of the crush segment, and make the crush segment 101a bend and deform when the vehicle is in a head-on collision. For example, a first mounting portion can be set at the rear end of the front part 101b of the crush segment, and correspondingly, a second mounting portion can be set at the front end of the rear part 101c of the crush segment, and the first mounting portion and the second mounting portion are butt-jointed together, and the first mounting portion and the second mounting portion can generally adopt plates that can be butt-jointed together, and can be fixedly connected by welding or screwing.

[0066] In this embodiment, as a preferred implementation form, the middle parts of the upper longitudinal beams 1011 on both sides are arched upward along the up and down direction of the vehicle, and a front shock absorber tower 107 is arranged at the top of the arched position of the upper longitudinal beams 1011 on each side, and a front shock absorber mounting structure is also arranged on each side of the front shock absorber tower 107 for installing the front shock absorber.

[0067] At this point, it can be understood that by making the middle part of the upper longitudinal beam 1011 arch upward and arranging the front shock tower 107 at the arched position, it is possible to integrate the front shock tower 107 on the front subframe 1, thereby simplifying or even eliminating the front cabin longitudinal beam and the front cabin side beam in the front cabin of the vehicle body, which helps to simplify the vehicle body structure, reduce the vehicle body weight, and thus facilitate the lightweight design and styling design of the vehicle body.

[0068] On the basis of integrating the front shock tower 107 on the upper longitudinal beam 1011, in the specific embodiment, as a preferred implementation form, Figure 3 As shown, in this embodiment, the portion where the upper longitudinal beam 1011 and the front shock tower 107 are connected can be a straight structure arranged along the front-rear direction of the vehicle. In this way, the portion where the upper longitudinal beam 1011 and the front shock tower 107 are connected can be set as a straight structure, which can facilitate the integrated arrangement of the front shock tower 107 and also help improve the collision force transmission capability of the upper longitudinal beam 101.

[0069] Continue as Figure 4 As shown in , in a specific implementation, the front shock absorber mounting structure located on the front shock absorber tower 107 may be, for example, a front shock absorber mounting hole disposed at the top of the front shock absorber tower 107, and a through hole for accommodating the top of the front shock absorber. At the same time, in order to increase the rigidity of the front shock absorber mounting position, preferably, in this embodiment, a convex boss 107a may be formed at the top of the front shock absorber tower 107, and the mounting hole for the front shock absorber and the through hole for accommodating the top of the front shock absorber are both located on the boss 107a.

[0070] In addition to providing the above-mentioned boss 107a, as a preferred implementation form, this embodiment can also be as follows Figure 1 and Figure 4 As shown in the figure, reinforcing flanges 107b are provided on both the front and rear sides of the front shock absorber tower 107, and the bottoms of the reinforcing flanges 107b on the front and rear sides are connected to the upper longitudinal beam 1011, and the tops of the reinforcing flanges 107b on the front and rear sides are connected to the top of the front shock absorber tower 107.

[0071] Through the reinforced flanges 107b set on the front and rear sides of the front shock absorber tower 107, it can be understood that it can increase the overall structural strength of the front shock absorber tower 107, improve the reliability of the front shock absorber installation, and also increase the stability of the connection between the front shock absorber tower 107 and the upper longitudinal beam 1011.

[0072] In this embodiment, continue to refer to Figure 1 and Figure 2 As shown, as a preferred implementation form, a support beam 108 can also be set between each side lower longitudinal beam 1012 and the upper longitudinal beam 1011, and the bottom end of each side support beam 108 is connected to the lower longitudinal beam 1012, and the connection point between each side support beam 108 and the upper longitudinal beam 1011 is specifically located below the front shock tower 107 on the same side.

[0073] At this time, by arranging the support beam 108 below the front shock tower 107 between the upper and lower longitudinal beams on each side, the upper longitudinal beam 1011 and the front shock tower 107 can be supported to improve the dynamic stiffness of the front shock tower 107. In specific implementation, the top of the support beam 108 and the upper longitudinal beam 1011 can generally be connected through a screw connection structure, and at the same time, the connection portion of the support beam 108 and the lower longitudinal beam 1012 can be set corresponding to the cross beam 103 in the front subframe to increase the support capacity of the support beam 108.

[0074] The front subframe 1 of this embodiment is configured such that the front subframe longitudinal beam 101 is composed of an upper longitudinal beam 1011 and a lower longitudinal beam 1012 arranged vertically, and a crush section 101a is provided on the upper and lower longitudinal beams, respectively. Thus, on the one hand, the double force transmission channels formed by the upper and lower longitudinal beams can be utilized to increase the transmission capacity of the collision force, and on the other hand, the crush energy absorption of the crush section 101a can be utilized to increase the absorption effect of the collision impact force.

[0075] Therefore, the front subframe 1 of this embodiment adopts the above structure, which can increase the collision force transmission capability of the front subframe 1 and improve the collision energy absorption effect of the front subframe 1, thereby helping to improve the collision safety of the entire vehicle.

[0076] Embodiment 2

[0077] This embodiment relates to a chassis structure, combined with Figure 5 and Figure 6 As shown in , it includes a front subframe 1 located at the front of the vehicle as in the first embodiment, a rear subframe 2 located at the rear of the vehicle, and a connecting beam 3 connected between the front subframe 1 and the rear subframe 2.

[0078] Among them, the front subframe 1 is arranged under the front engine room at the front of the vehicle, the rear subframe 2 is arranged under the rear floor at the rear of the vehicle, and the connecting beams 3 are two arranged on the left and right sides respectively. The front subframe 1, the rear subframe 2 and the connecting beams 3 on both sides are also connected to form an annular structure, and a battery pack installation space Q is formed in the annular structure.

[0079] At this time, by setting the connecting beams 3 on both sides, and connecting the front and rear subframes into an integrated ring structure through the connecting beams 3 on both sides, and defining the battery pack installation space Q in the ring structure, this embodiment can form a battery pack ring frame structure with the help of the connection setting of the connecting beams 3. When the vehicle collides, the battery pack 5 can move with the ring frame structure, which can reduce the collision impact on the battery pack 5 and thereby increase the collision safety of the battery pack 5.

[0080] Specifically, based on the above arrangement of the two side connecting beams 3 between the front and rear subframes, it should be noted that the existing traditional vehicle bodies mainly include load-bearing bodies and non-load-bearing bodies, and the difference between the two lies mainly in the structure, weight and ride comfort.

[0081] Among them, 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.

[0082] 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 loads. 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 it has no rigid frame, it usually only strengthens the front, side, rear, and floor panels, and its overall safety is relatively poor.

[0083] Therefore, for new energy vehicle models, 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 connects the two side connecting beams 3 between the front and rear subframes in the chassis structure, thereby making the vehicle chassis of this embodiment a chassis structure developed based on the load-bearing body.

[0084] The chassis structure adopts a load-bearing body structure with front and rear subframes. This embodiment can utilize the characteristic of the load-bearing body having a small weight to achieve lightweight body, thereby improving the cruising range of the entire vehicle.

[0085] At the same time, as mentioned above, by setting the connecting beams 3 on both sides, the front and rear subframes are connected into one, and the front subframe 1, the rear subframe 2 and the connecting beams 3 on both sides jointly define the battery pack installation space Q, which can also form a battery pack annular frame structure with the help of the connection setting of the connecting beams 3, so that the battery pack 5 can move with the annular frame structure when the vehicle collides, thereby reducing the collision impact on the battery pack 5, so as to achieve the effect of increasing the collision safety of the battery pack 5.

[0086] In this embodiment, continue to combine Figure 7 As shown in FIG. 1 , the rear subframe 2 also has rear subframe longitudinal beams 201 disposed on the left and right sides, and as shown in FIG. Figure 5 As shown, in the left-right direction of the vehicle, the connecting beams 3 on each side are also located on the side of the front sub-frame longitudinal beam 101 and the rear sub-frame longitudinal beam 201 on the same side close to the outside of the vehicle.

[0087] At this time, the connecting beams 3 on each side are Figure 5 As shown in the figure, the front sub-frame longitudinal beam 101 and the rear sub-frame longitudinal beam 201 are located on the same side close to the outside of the vehicle. This embodiment helps to achieve the Y-direction cross-sectional change of the front and rear parts of the load-bearing body, and can meet the matching design requirements between the chassis and the body frame in the load-bearing body.

[0088] In the specific implementation, based on the rear cross beam 104 being arranged at the rear of the front sub-frame 1, the front ends of the connecting beams 3 on both sides are respectively connected to the ends of the extended sections 104b on the left and right sides of the rear cross beam 104, and at the same time, the rear ends of the connecting beams 3 on both sides are respectively connected to the front ends of the rear sub-frame longitudinal beams 201 on both sides. In this way, the rear cross beam 104, the rear sub-frame 2, and the connecting beams 3 on both sides jointly define a battery pack installation space Q for installing the battery pack 5.

[0089] It should be noted that the outrigger section 104b is provided in the rear cross beam 104, which can not only facilitate the connection with the connecting beams 3 on both sides. Figure 5 It also helps 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 side connecting beams 3 and the front subframe longitudinal beams 101 are not in a straight line, but are bent at the connecting position between the two, thereby making the Y-direction cross-section size of the body at the front subframe 1 smaller.

[0090] 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.

[0091] In this embodiment, still combined with Figure 5 and Figure 7 As 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 201 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.

[0092] 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 201, 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 104b, 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.

[0093] In this embodiment, it is worth noting that, in the specific implementation, the connecting beams 3 on both sides can be, for example, an integrally formed beam structure, and specifically an integral closed structure. Moreover, at this time, the connecting beam 3 can also be connected to the rear cross beam 104 in the front and rear sub-frames and the rear sub-frame longitudinal beam 201 by welding. At this time, it can be understood that by using a closed cross section, it can take advantage of the high strength of the cavity structure to ensure the structural strength of the connecting beam 3 itself.

[0094] 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.

[0095] In this embodiment, continue to refer to Figure 5 as well as Figure 7 As shown, in specific implementation, the rear subframe 2 can also refer to the rear subframe structure in the existing load-bearing body, and in terms of structure, different from the existing rear subframe structure, the rear subframe longitudinal beams 201 on both sides of the rear subframe 2 are also integrated with rear shock towers 207 for installing rear shock absorbers. In addition, the integrated arrangement of the rear shock tower 207 can also simplify or even eliminate the rear floor longitudinal beams in the rear floor of the vehicle body, which helps to simplify the vehicle body structure, reduce the weight of the vehicle body, and facilitate the lightweight design and styling design of the vehicle body.

[0096] In addition, similar to the front subframe longitudinal beam 101 in the existing front subframe 1, in this embodiment, the rear subframe longitudinal beams 201 on the left and right sides can also be composed of two longitudinal beams extending along the front-rear direction of the whole vehicle, and the two longitudinal beams in the rear subframe longitudinal beams 201 on each side include an inner longitudinal beam 2011 and an outer longitudinal beam 2012 located on the side of the inner longitudinal beam 2011 facing the outside of the vehicle along the left-right direction of the whole vehicle. The outer longitudinal beam 2012 on each side is connected between the front and rear ends of the inner longitudinal beam 2011 on the same side, the above-mentioned rear shock tower 207 is connected to the top of the outer longitudinal beam 2012, and the rear end of the connecting beam 3 on each side is specifically connected to the front end of the inner longitudinal beam 2011 on the same side.

[0097] In this embodiment, the rear subframe front cross beam 202 and the rear subframe rear cross beam 203 are also connected between the rear subframe longitudinal beams 201 on both sides, and the rear subframe front cross beam 202 and the rear subframe rear cross beam 203 are also specifically connected between the inner longitudinal beams 2011 on both sides. Furthermore, in this embodiment, the front cross beam 204 is also connected between the positions where the rear subframe longitudinal beams 201 on both sides are connected to the connecting beam 3, that is, between the connecting positions where the rear subframe longitudinal beams 201 on both sides are connected to the connecting section 3a.

[0098] At this time, based on the setting of the front cross beam 204, the battery pack installation space Q is formed between the front cross beam 204, the rear cross beam 104 and the connecting beams 3 on both sides. Moreover, based on the setting of the rear cross beam 104 and the front cross beam 204, in specific implementation, the battery pack installation points can be respectively provided on the rear cross beam 104 and the front cross beam 204, and at the same time, installation brackets are respectively provided on the front and rear ends of the battery pack 5, so that the front end of the battery pack 5 can be installed on the rear cross beam 104 via bolts, and the rear end of the battery pack 5 can also be installed on the front cross beam 204 via bolts, thereby ensuring the stability of the battery pack 5 after being assembled in the vehicle body.

[0099] It can be understood that, through the provision of the above-mentioned front cross beam 204, not only the structural strength and rigidity of the front part of the rear subframe 2 can be increased, and a mounting point can be provided for the rear end of the battery pack, but also, by forming the battery pack mounting space Q between the front cross beam 204, the rear cross beam 104 and the connecting beams 3 on both sides, this embodiment is also conducive to making the formed annular frame structure a rigid embracing structure adapted to the shape of the battery pack, thereby better improving the collision safety of the battery pack.

[0100] In addition, the front cross beam 204 is arranged between the connection positions of the connecting sections 3a on both sides and the rear sub-frame longitudinal beam 201. By connecting the ends of the front cross beam 204 to the connection positions between the connecting sections 3a on each side and the rear sub-frame longitudinal beam 201, 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 2.

[0101] In specific implementation, the front cross beam 204 of this embodiment may also adopt an integrally formed closed structure, so that it has a higher structural strength. In addition, in order to further increase the strength of the front cross beam 204 and to facilitate the installation of the rear end of the battery pack, the front cross beam 204 is provided with a plurality of slits, each of which is provided with a plurality of slits, and each of which is provided with a plurality of slits. Figure 7 As shown in the figure, the front cross beam 204 of this embodiment can be designed to be arched downward along the vertical direction of the whole vehicle, and have 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 are respectively connected to the rear subframe longitudinal beam 201 on the same side.

[0102] Still by Figure 7 As shown, as a preferred implementation form, different from the existing rear sub-frame structure, this embodiment can be provided with a rear sub-frame anti-collision beam 205 connected to the inner longitudinal beams 2011 of the rear sub-frame longitudinal beams 201 on both sides at the rear end of the rear sub-frame 2.

[0103] Thus, it can be understood that, by setting the rear subframe anti-collision beam 205 at the rear end of the rear subframe 2, on the one hand, it can improve the rear collision force transmission performance of the rear subframe 2, and can make the collision force better dispersed to the rear subframe longitudinal beams 201 on both sides through the rear subframe anti-collision beam 205, so as to be transmitted forward along the rear subframe longitudinal beams 201, thereby avoiding single-position force, the collision force is difficult to disperse, and excessive deformation is caused. On the other hand, by setting the above-mentioned rear subframe anti-collision beam 205, the rear subframe anti-collision beam 205 can also be used as a pedestrian anti-rolling beam at the rear of the vehicle, thereby improving the safety during the reversing process.

[0104] It should be noted that, in specific implementation, the structure of the rear subframe anti-collision beam 205 can refer to the front subframe anti-collision beam 105 in the front subframe 1, and it can adopt a sheet metal stamping structure, or it can also adopt an aluminum alloy extrusion profile. At the same time, on the basis of setting the rear subframe anti-collision beam 205, preferably, the rear ends of the inner longitudinal beams 2011 on both sides can also be connected to the rear subframe energy absorption box 206, so that the rear subframe anti-collision beam 205 is specifically connected to the rear subframe energy absorption box 206 on both sides.

[0105] At this time, the rear subframe energy absorbing box 206 is the same as the front subframe energy absorbing box 106 in the front subframe 1 , and both adopt a conventional energy absorbing box structure used in existing vehicle bodies.

[0106] Still Figure 5 and Figure 6 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 the outside of 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 is provided on the top of each side step mounting plate 4.

[0107] At this time, by installing the side step panel and the side step decoration on the side step mounting surface, 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 mounting 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 mounting frame, and also facilitating the lightweight design of the vehicle body.

[0108] 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 assembly, 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 assembly, 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.

[0109] 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.

[0110] As for the detachable side step mounting plate 4, specifically, it can be, for example, a steel profile or an aluminum alloy profile, and the connection assembly can generally adopt a screw connection structure to fix the side step mounting plate 4 to the connecting beam 3. As for the side step mounting plate 4 and the connecting beam 3 being integrally formed, for example, the side step mounting plate 4 and the connecting beam 3 can both be made of a steel profile or an aluminum alloy profile, or the side step mounting plate 4 and the connecting beam 3 can also be made of a steel roll-pressed structure.

[0111] The chassis structure of this embodiment adopts the front subframe 1 in the first embodiment, which can increase the collision force transmission capability of the front subframe 1 and improve the collision energy absorption effect of the front subframe 1, thereby helping to improve the collision safety of the entire vehicle.

[0112] In addition, on the basis of setting the connecting beams 3 on both sides, especially by connecting the connecting beams 3 on both sides between the front and rear subframes, this embodiment can connect the front and rear subframes through the connecting beams 3 on both sides on the basis of the traditional load-bearing body. In this way, by adopting a load-bearing body structure with front and rear subframes, the weight of the load-bearing body can be utilized to achieve lightweighting of the body, thereby improving the endurance of the entire vehicle.

[0113] By setting the connecting beams 3 on both sides, the front and rear subframes are connected, and the battery pack installation space Q is defined by the rear cross beam 104, the front cross beam 204 and the connecting beams 3 on both sides. The chassis structure of this embodiment can also form a battery pack annular frame structure with the help of the connection setting of the connecting beams 3. In the event of a collision, the battery pack 5 can move with the annular frame structure, which can reduce the collision impact on the battery pack 5 and increase the collision safety of the battery pack 5, so as to improve the safety quality of the whole vehicle.

[0114] In addition, it should be noted that 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.

[0115] Of course, in the embodiment in which the connecting beam 3 is connected to the front and rear subframes, it is precisely because of the use 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 endurance, but also form a battery pack annular protection frame to better improve the collision safety of the battery pack 5. Therefore, it not only improves the shortcomings of the load-bearing body structure, but also has the advantages of the non-load-bearing body structure, can well improve the overall quality of the vehicle, and has good practicality.

[0116] Embodiment 3

[0117] The present embodiment relates to a vehicle, which is specifically a new energy vehicle type provided with a battery pack, and specifically, the vehicle is preferably a pure electric vehicle type, and the chassis structure of the second embodiment is provided in the vehicle.

[0118] It should be noted that, based on the chassis structure of the second embodiment, the vehicle of this embodiment is assembled in the same way as the existing load-bearing body assembly method, 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.

[0119] In addition, when the vehicle collides, the upper body frame and the front and rear subframes and connecting beam 3 in the chassis participate in absorbing and transmitting the collision force, rather than the frame beam alone transmitting force and absorbing energy as in a non-load-bearing body.

[0120] The vehicle of this embodiment is provided with the chassis structure of the second embodiment, which, on the one hand, can increase the collision force transmission capability of the front subframe 1 and can improve the collision energy absorption effect of the front subframe 1. On the other hand, in terms of the specific arrangement of the connecting beams 3 on both sides, especially by connecting the connecting beams 3 between the front and rear subframes, the front and rear subframes can be connected via the connecting beams 3 on both sides on the basis of the traditional load-bearing body, which 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 5, increase the collision safety of the battery pack 5, and help improve the safety quality of the whole vehicle.

[0121] Furthermore, by adopting the chassis structure of the second embodiment, especially based on the front and rear sub-frames respectively integrating the front shock tower 107 and the rear shock tower 207, this embodiment can not only make the overall chassis structure into a skateboard chassis, but also Figure 8 As shown in , it can also eliminate the influence of the distribution of shock towers in the load-bearing body on the body structure, so that on the basis of omitting the front cabin longitudinal beam, the front cabin side beam and the rear floor longitudinal beam, only the middle passenger compartment is retained in the body 6, so that the body design is simpler.

[0122] At this time, the front and rear sides of the cockpit can be connected to the front and rear subframes through profiles or beam-like parts, and the front cabin and trunk areas at the front and rear of the vehicle only need to be matched according to the overall vehicle styling design.

[0123] 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 front subframe (1), characterized in that: The front sub-frame longitudinal beams (101) on the left and right sides of the front sub-frame (1) both have an upper longitudinal beam (1011) and a lower longitudinal beam (1012) arranged up and down; The front ends of the upper longitudinal beam (1011) and the lower longitudinal beam (1012) on each side are connected to the front cross beam (102) of the front subframe, the rear ends of the upper longitudinal beam (1011) and the lower longitudinal beam (1012) on each side are connected to the rear cross beam (104) located at the rear of the front subframe (1), and the front sections of the upper longitudinal beam (1011) and the lower longitudinal beam (1012) on each side have a crush section (101a); The crushing section (101a) is capable of bending and deforming when the front subframe longitudinal beam (101) is subjected to a head-on collision force not less than a preset threshold, and guides the front section of the upper longitudinal beam (1011) and the front section of the lower longitudinal beam (1012) to collapse.

2. The front subframe (1) according to claim 1, characterized in that: The front ends of the upper longitudinal beam (1011) and the lower longitudinal beam (1012) on each side meet together, and the front sections of the upper longitudinal beam (1011) and the lower longitudinal beam (1012) on each side, and the front sub-frame energy absorption box (106) located on the front side of the front sub-frame front cross beam (102) together form a herringbone structure.

3. The front subframe (1) according to claim 1, characterized in that: The crushed section (101a) in the front section of the upper longitudinal beam (1011) and the front section of the lower longitudinal beam (1012) on each side comprises a crushed section front portion (101b) and a crushed section rear portion (101c) connected along the front-rear direction of the vehicle; The yield strength of the front portion (101b) of the crush section is greater than the yield strength of the rear portion (101c) of the crush section.

4. The front subframe (1) according to claim 3, characterized in that: The front part (101b) of the crushed section and the rear part (101c) of the crushed section are both tubular, and the front end of the rear part (101c) of the crushed section is inserted into the rear end of the front part (101b) of the crushed section; or, A first mounting portion is provided at the rear end of the front portion (101b) of the crushed section, and a second mounting portion is provided at the front end of the rear portion (101c) of the crushed section, and the first mounting portion and the second mounting portion are butt-jointed together.

5. The front subframe (1) according to any one of claims 1 to 4, characterized in that: The middle parts of the upper longitudinal beams (1011) on both sides are arched upward along the vertical direction of the whole vehicle, and a front shock absorber tower (107) is provided at the top of the arched position of the upper longitudinal beams (1011) on each side, and a front shock absorber mounting structure is provided on the front shock absorber tower (107).

6. The front subframe (1) according to claim 5, characterized in that: The portion where the upper longitudinal beam (1011) is connected to the front shock tower (107) is a straight structure arranged along the front-rear direction of the vehicle; and / or, The front and rear sides of the front shock absorber tower (107) are both provided with reinforcing flanges (107b), and the bottoms of the reinforcing flanges (107b) on the front and rear sides are both connected to the upper longitudinal beam (1011), and the tops of the reinforcing flanges (107b) on the front and rear sides are both connected to the top of the front shock absorber tower (107).

7. The front subframe (1) according to claim 5, characterized in that: A support beam (108) is connected between the lower longitudinal beam (1012) and the upper longitudinal beam (1011) on each side, and a connection point between the support beam (108) and the upper longitudinal beam (1011) on each side is located below the front shock tower (107) on the same side.

8. A chassis structure, characterized in that: The vehicle comprises a front subframe (1) according to any one of claims 1 to 7 located at the front of the vehicle, a rear subframe (2) located at the rear of the vehicle, and a connecting beam (3) connected between the front subframe (1) and the rear subframe (2); The front subframe (1) is arranged below the front cabin at the front of the vehicle, the rear subframe (2) is arranged below the rear floor at the rear of the vehicle, and the connecting beam (3) is two beams arranged on the left and right sides; The front subframe (1), the rear subframe (2) and the connecting beams (3) on both sides are connected to form an annular structure, and a battery pack installation space (Q) is formed in the annular structure.

9. The chassis structure according to claim 8, characterized in that: The rear sub-frame (2) has rear sub-frame longitudinal beams (201) disposed on the left and right sides, and in the left-right direction of the vehicle, the connecting beams (3) on each side are located on the side of the front sub-frame longitudinal beam (101) and the rear sub-frame longitudinal beam (201) on the same side close to the outside of the vehicle; and / or, 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 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 (4).

10. A vehicle, characterized in that: The vehicle is provided with the chassis structure according to claim 8 or 9.

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