Vehicle chassis structure and vehicle

Abstract

This invention provides a vehicle chassis structure and a vehicle. The vehicle chassis structure includes connecting beams disposed on the left and right sides, and a battery pack located between the connecting beams on both sides. The connecting beams on both sides extend along the longitudinal direction of the vehicle and are respectively disposed below the sill beam on the same side of the vehicle body. Connectors are provided on the left and right sides of the battery pack, and the battery pack is connected to the connecting beams and / or the sill beams through the connectingors. By providing connecting beams on the left and right sides of the battery pack, this invention increases the safety of the battery pack in the event of a side collision, thereby improving the overall safety of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle chassis structure. The invention also relates to a vehicle equipped with the aforementioned chassis structure. Background Technology

[0002] Currently, for new energy vehicles, especially pure electric vehicles, the battery pack is generally located under the passenger compartment. In order to provide a longer driving range, while requiring the vehicle weight to be as low as possible, it also needs to have a large space in the vehicle to accommodate a larger battery pack and provide more electrical energy.

[0003] However, when the battery pack is large, the distance between the side of the battery pack and the outer side of the vehicle body is small. In the event of a side collision, the battery pack is more likely to be impacted, causing damage. In severe cases, it may even cause the battery pack to catch fire, posing a great risk to the safety of the occupants and hindering the improvement of the overall vehicle safety. Summary of the Invention

[0004] In view of this, the present invention aims to provide a vehicle chassis structure that can increase battery pack safety in the event of a side collision.

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

[0006] A vehicle chassis structure includes connecting beams disposed on the left and right sides, and a battery pack located between the two connecting beams.

[0007] Both connecting beams extend along the front-rear direction of the vehicle and are respectively located below the door sill beam on the same side of the vehicle body;

[0008] The battery pack is provided with connectors on its left and right sides, and the battery pack is connected to the connecting beam and / or the sill beam through the connectors.

[0009] Furthermore, the battery pack is provided with connecting brackets on the left and right sides respectively, and the connecting brackets on each side are connected to the lower part of the connecting beam on the same side through the connecting piece;

[0010] Each of the connecting members on each side includes a first connecting member that connects the battery pack and the connecting beam together, and a second connecting member that connects the battery pack, the connecting beam and the sill beam together.

[0011] Furthermore, a threaded tube is provided inside the connecting beam corresponding to the first connecting member, and the first connecting member is connected in the threaded tube to connect the connecting bracket and the connecting beam together; and / or,

[0012] The connecting beam has a threaded sleeve corresponding to the second connecting member. The second connecting member passes through the threaded sleeve to connect the connecting bracket, the connecting beam, and the sill beam together.

[0013] Furthermore, the front and rear ends of the connecting beams on each side are connected to the threshold beams on the same side.

[0014] Furthermore, the connecting beams on both sides connect the front subframe located at the front of the vehicle and the rear subframe located at the rear of the vehicle.

[0015] The front subframe is located below the front engine compartment in the vehicle body, and the rear subframe is located below the rear floor in the vehicle body. The front subframe, the rear subframe, and the connecting beams on both sides form a battery pack installation space to accommodate the battery pack.

[0016] Furthermore, the front subframe has front subframe longitudinal beams located on the left and right sides, and the rear subframe has rear subframe longitudinal beams located on the left and right sides.

[0017] In the left-right direction of the vehicle, the connecting beams on each side are located on the side of the front subframe longitudinal beam and the rear subframe longitudinal beam that are closer to the outside of the vehicle.

[0018] Furthermore, a front crossbeam is provided on the rear side of the front subframe, the front crossbeam has a crossbeam body, and both the left and right ends of the crossbeam body are connected to an extension section.

[0019] The extended section extends outward along the left-right direction of the vehicle, and the longitudinal beams of the front subframe on both sides are connected to the main body of the crossbeam. The connecting beams on both sides are respectively connected to the extended section on the corresponding side, and are connected to each of the longitudinal beams of the front subframe through the front crossbeam.

[0020] Furthermore, each of the connecting beams on each side has an inclined connecting section at its rear end. Each of the connecting beams on each side is connected to the front end of the longitudinal beam of the rear subframe on the same side through the connecting section. In the longitudinal direction of the whole vehicle, the distance between the connecting sections on both sides gradually decreases from front to back.

[0021] A rear crossbeam is connected between the rear subframe longitudinal beams on both sides and the connecting section, and the battery pack installation space is formed between the front crossbeam, the rear crossbeam and the connecting beams on both sides.

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

[0023] Compared with the prior art, the present invention has the following advantages:

[0024] The vehicle chassis structure described in this invention, by setting connecting beams distributed on the left and right sides of the battery pack, can withstand the impact of a side collision and transmit and disperse the collision force using the connecting beams on both sides. This helps to improve the safety of the battery pack during a side collision, thereby improving the safety quality of the vehicle.

[0025] In addition, connecting brackets are provided on both sides of the battery pack, and each connecting bracket is connected to the lower part of the connecting beam via connectors, which facilitates the connection between the battery pack and the connecting beam. By including a second connector on each side that can connect the battery pack, connecting beam, and sill beam together, the installation of the battery pack and the connecting beams on both sides of the vehicle body can be achieved simultaneously. This allows for the integrated design of the battery pack installation structure, eliminating the need for separate connecting beams on both sides of the battery pack to the vehicle body, thereby reducing the overall vehicle installation cost.

[0026] The connecting beam is fitted with a threaded sleeve or threaded tube, which facilitates the connection of the first and second connecting parts, thus achieving the corresponding connection function. The front and rear ends of the connecting beam are connected to the sill beam, enabling the installation of connecting beams on both sides within the vehicle body and ensuring the reliability of the connecting beam installation within the vehicle body.

[0027] Secondly, the connecting beams on both sides connect the front and rear subframes, and the front subframe, rear subframe, and connecting beams on both sides together define the battery pack installation space. This can have the characteristics of a monocoque body structure, which can take advantage of the lighter weight of the monocoque body to achieve vehicle weight reduction and improve the overall vehicle range. At the same time, the connection of the connecting beams on both sides forms a ring frame structure for the battery pack. In the event of a collision, the battery pack can move with the ring frame structure, thereby reducing the impact on the battery pack and increasing the collision safety of the battery pack.

[0028] The connecting beams on each side are located on the same side of the front subframe longitudinal beam and the rear subframe longitudinal beam, closer to the outside of the vehicle. This facilitates the Y-direction cross-section changes at the front and rear of the monocoque body, meeting the matching design requirements between the chassis and the body frame in a monocoque body. The front crossbeam located behind the front subframe connects the connecting beams to the longitudinal beams of each front subframe, facilitating the connection between the connecting beams and the front subframe and enabling easy changes in the Y-direction cross-section of the front of the vehicle body.

[0029] In addition, the inclined connecting sections at the rear ends of the connecting beams on each side facilitate the connection with the longitudinal beams of the rear subframe. Furthermore, the distance between the connecting sections on both sides gradually decreases from front to back, which helps to achieve the Y-direction cross-section change of the rear of the monocoque body, so as to meet the matching design requirements between the chassis and the body frame in the monocoque body.

[0030] The rear crossbeam not only increases the structural strength and rigidity of the front of the rear subframe and provides a mounting point for the rear of the battery pack, but also creates a battery pack mounting space between the front and rear crossbeams and the connecting beams on both sides. This helps to make the resulting ring-shaped frame structure a rigid, enveloping structure, thereby improving the battery pack's collision safety. By connecting the side step mounting plate to the outside of the connecting beam, it serves both as a base for side step assembly and as a side-impact energy-absorbing structure, achieving a dual-purpose design. This saves on the side step mounting frame and facilitates a lightweight vehicle body design.

[0031] Another object of the present invention is to provide a vehicle having a vehicle chassis structure as described above.

[0032] The vehicle described in this invention has the same beneficial effects as the aforementioned vehicle chassis structure, and will not be repeated here. Attached Figure Description

[0033] The accompanying drawings, which constitute part of the present invention, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0034] Figure 1 This is a schematic diagram of the vehicle chassis structure as described in an embodiment of the present invention being assembled in the vehicle body;

[0035] Figure 2 This is a schematic diagram of the vehicle chassis structure described in an embodiment of the present invention;

[0036] Figure 3 This is a schematic diagram of the battery pack structure according to an embodiment of the present invention;

[0037] Figure 4 This is a connection diagram of the first connector according to an embodiment of the present invention;

[0038] Figure 5 This is a connection diagram of the second connector according to an embodiment of the present invention;

[0039] Figure 6 This is a schematic diagram illustrating the structure of the battery pack installation space according to an embodiment of the present invention;

[0040] Figure 7 This is a schematic diagram of the front subframe structure according to an embodiment of the present invention;

[0041] Figure 8 This is a schematic diagram of the rear subframe structure according to an embodiment of the present invention;

[0042] Figure 9 This is a schematic cross-sectional view of the connecting beam described in an embodiment of the present invention;

[0043] Figure 10 This is a schematic diagram of the structure of the rear crossbeam according to an embodiment of the present invention;

[0044] Figure 11 This is a schematic diagram of the structure of the rear subframe anti-collision beam and the rear subframe energy-absorbing box according to an embodiment of the present invention;

[0045] Figure 12 This is a schematic diagram illustrating the installation of the side step mounting plate according to an embodiment of the present invention;

[0046] Figure 13 for Figure 12 A schematic diagram of the middle section structure;

[0047] Figure 14 This is a schematic diagram of the structure of the side step mounting plate and connecting beam made of extruded aluminum according to an embodiment of the present invention;

[0048] Figure 15 This is a schematic diagram of the structure of the side step mounting plate and connecting beam using a steel roll forming structure, as described in an embodiment of the present invention.

[0049] Figure 16 This is a schematic diagram of the connecting beam length adjustment structure according to an embodiment of the present invention;

[0050] Explanation of reference numerals in the attached figures:

[0051] 1. Connecting beam; 2. Battery pack; 3. Sill beam; 4. Front subframe; 5. Rear subframe; 6. Side step mounting plate;

[0052] 1a. Connecting section; 1b. Transverse reinforcing rib; 1c. Longitudinal beam segment; 1d. Fixing structure; 201. Connecting bracket; 202. Front mounting bracket; 203. Rear mounting bracket; 401. Front subframe longitudinal beam; 402. Front subframe front crossbeam; 403. Front subframe middle crossbeam; 404. Front crossbeam; 404a. Crossbeam body; 404b. Extended section; 405. Front subframe anti-collision beam; 406. Front subframe energy-absorbing box; 501. Rear subframe longitudinal beam; 502. Rear subframe front crossbeam; 503. Rear subframe rear crossbeam; 504. Rear crossbeam; 5041. Straight section; 5042. Bending section; 505. Rear subframe anti-collision beam; 506. Rear subframe energy-absorbing box; 6a. Side step mounting surface; 6b. Collapse guide rib; 6c. Vertical reinforcing rib;

[0053] 100. Threaded pipe; 200. First connector; 300. Threaded sleeve; 400. Second connector;

[0054] A. Length adjustment position; B. Longitudinal beam connection position; Q. Battery pack installation space; m. Second connector connection position; n. First connector connection position. Detailed Implementation

[0055] 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.

[0056] In the description of this invention, it should be noted that the use of terms such as "upper," "lower," "inner," and "outer," indicating orientation or positional relationship, is based on the orientation or positional relationship shown in the accompanying drawings and is only for the convenience of describing the invention and simplifying the description. It does not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the use of terms such as "first" and "second" is also for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0057] Furthermore, in the description of this invention, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances.

[0058] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0059] Example 1

[0060] This embodiment relates to a vehicle chassis structure, which is applied to new energy vehicle models with battery packs, and is preferably a pure electric vehicle model. The vehicle chassis structure can increase the safety of the battery pack in the event of a side collision, and is also conducive to reducing the overall vehicle installation structure cost.

[0061] In terms of overall structure, combined Figures 1 to 5 As shown, the vehicle chassis structure of this embodiment includes connecting beams 1 disposed on the left and right sides, and a battery pack 2 located between the connecting beams 1 on both sides.

[0062] The connecting beams 1 on both sides extend along the front-rear direction of the vehicle and are respectively located below the sill beams 3 on the same side of the vehicle body. Connectors are provided on the left and right sides of the battery pack 2, and the battery pack 2 is also connected to at least one of the connecting beams 1 and the sill beams 3 through the aforementioned connectors.

[0063] At this time, as set up above, by setting up connecting beams 1 distributed on the left and right sides of the battery pack 2, in the event of a side collision, this embodiment can use the connecting beams 1 on both sides to bear the collision impact and to transmit and disperse the collision force, thereby helping to improve the safety of the battery pack 2 in the event of a side collision.

[0064] Based on the above overview, specifically, it remains as follows: Figures 2 to 5 As shown in the figure, in a preferred embodiment, each side connector includes a first connector 200 that connects the battery pack 2 and the connecting beam 1 together, and a second connector 400 that connects the battery pack 2, the connecting beam 1 and the sill beam 3 together.

[0065] In this way, by including a second connector 400 on each side that can connect the battery pack 2, the connecting beam 1, and the sill beam 3 together, the installation of the battery pack 2 and the connecting beam 1 on both sides of the battery pack 2 in the vehicle body can be achieved simultaneously. Furthermore, this embodiment can also utilize the integrated design of the battery pack 2 installation structure, eliminating the need to separately set up the connection structure between the connecting beam 1 and the vehicle body on both sides of the battery pack 2, thereby reducing the overall vehicle installation structure cost.

[0066] It should be noted that, in addition to the two types of connectors, namely the first connector 200 and the second connector 400, which enable the connection of the battery pack 2 to the connecting beam 1, and the simultaneous connection of the battery pack 2 to both the connecting beam 1 and the sill beam 2, in practice, it is also possible for the battery pack 2 to be connected only to the sill beam 3 via the connector. In this case, the connector can be adjusted to connect to the sill beam 3 via one side of the connecting beam 1 or via a through hole in the connecting beam 1. However, it is still preferred that the connectors adopt the two connection methods described above: the first connector 200 and the second connector 400.

[0067] In this embodiment, as a preferred implementation, connecting brackets 201 are respectively provided on the left and right sides of the battery pack 2, and each connecting bracket 201 is connected to the lower part of the connecting beam 1 on the same side through a connector, so as to realize the connection between the side of the battery pack 2 and the connecting beam 1, or between the connecting beam 1 and the sill beam 3 in the vehicle body.

[0068] It is understandable that by setting connecting brackets 201 on both sides of the battery pack 2 and connecting each side of the connecting brackets 201 to the bottom of the connecting beam 1 through connectors, the connection between the battery pack 2 and the connecting beam 1 can be easily realized.

[0069] In practical implementation, the connecting brackets 201 located on the left and right sides of the battery pack 2 are fixed to the outer frame of the battery pack 2. Preferably, both the connecting brackets 201 on both sides and the outer frame of the battery pack 2 can be made of extruded aluminum profiles, which also makes the connecting brackets 201 integrally formed with the side parts of the outer frame. This arrangement facilitates the fabrication of the connecting brackets 201, ensures the structural strength of the connecting brackets 201, and helps to ensure the reliability of the battery pack 2 after assembly.

[0070] In this embodiment, as a preferred implementation, the second connecting member 400 that connects the battery pack 2, the connecting beam 1, and the sill beam 3 is generally distributed at the four front and rear corners near the battery pack 2. That is, the second connecting member 400 on each side is arranged in... Figure 2 The location indicated by the label m shown. For the first connector 200 that connects only the battery pack 2 and the connecting beam 1, it can be configured as a plurality of spaced-apart components, and for example, can be arranged separately in... Figure 2 The position indicated by the number n.

[0071] Continue as Figure 4 As shown in the figure, in this embodiment, as a preferred implementation, threaded pipes 100 are also provided in the connecting beam 1 corresponding to each first connecting member 200, and each first connecting member 200 is connected to the corresponding threaded pipe 100, thereby connecting the connecting bracket 201 and the connecting beam 1 together.

[0072] Similar to the first connector 200, in this embodiment, threaded sleeves 300 are also provided in the connecting beam 1 corresponding to each of the second connectors 400. The top of the threaded sleeve 300 extends out of the connecting beam 1 and abuts against the bottom of the sill beam 3. Each of the second connectors 400 passes through the corresponding threaded sleeve 300 to connect the connecting bracket 201, the connecting beam 1 and the sill beam 3 together.

[0073] At this point, it is understandable that by providing a threaded sleeve 300 or a threaded pipe 100 within the connecting beam 1, the connection between the first connector 200 and the second connector 400 can be achieved, thus realizing the corresponding connection function, and allowing the battery pack 2 to be assembled in the vehicle body. In specific implementation, the aforementioned threaded sleeve 300 or threaded pipe 100 can both adopt existing pipe structures with connecting threads formed on the inner wall, and the aforementioned first connector 200 and second connector 400 can use bolts of appropriate length, while a projection-welded nut or similar structure can be provided at the sill beam 3 to connect with the second connector 400.

[0074] In this embodiment, as a feasible implementation, the front and rear ends of each side connecting beam 1 can be connected to the same side sill beam 3, and the connection can be made by welding, screwing, or riveting. In this way, connecting the front and rear ends of the connecting beam 1 to the sill beam 3 enables the installation of the two side connecting beams 1 in the vehicle body and ensures the reliability of the connecting beams 1 within the vehicle body.

[0075] In addition to connecting the two ends of the connecting beams 1 on each side to the threshold beams 3 on the same side, as another feasible implementation, this embodiment still uses... Figure 2 and combined Figure 6As shown, the connecting beams 1 on both sides can also be connected between the front subframe 4 located at the front of the vehicle and the rear subframe 5 located at the rear of the vehicle. The front subframe 4 is located below the front engine compartment in the vehicle body, and the rear subframe 5 is located below the rear floor in the vehicle body. The front subframe 4, the rear subframe 5, and the connecting beams 1 on both sides also form a battery pack installation space Q that accommodates the battery pack 2.

[0076] At this point, based on the above, the connecting beams 1 on both sides are set between the front and rear subframes. It should be noted that the existing traditional body mainly includes the monocoque body and the non-monocoque body, and the difference between the two is mainly in terms of structure, weight and ride comfort.

[0077] A non-load-bearing chassis typically consists of two parts: a frame beam and a body. The frame mounts components such as the engine, transmission, and suspension, while the body only provides a closed environment for passengers and does not bear loads. Non-load-bearing chassis are also heavier, have a higher center of gravity, and offer relatively poor handling and lower comfort on paved roads. However, the frame beam provides excellent rigidity and chassis strength, resulting in good shock absorption, stability, and safety. Furthermore, they are easier to modify.

[0078] Unibody construction lacks a rigid frame; all vehicle components are directly mounted to the body, which acts as the load-bearing structure, absorbing various forces. Unibody construction is also lighter, has a lower center of gravity, offers better handling, is easier to assemble, and provides greater comfort on paved roads. However, unibody construction has weaker torsional rigidity and load-bearing capacity. Furthermore, due to the lack of a rigid frame, reinforcement is typically limited to the front, sides, rear, and floor, resulting in relatively lower overall safety.

[0079] Therefore, for new energy vehicles, especially pure electric vehicles, in order to fully utilize the advantages of the monocoque body and improve the shortcomings of the monocoque body, this embodiment creatively connects the two side connecting beams 1 between the front and rear subframes in the vehicle chassis structure, thus making the vehicle chassis of this embodiment a chassis structure developed based on the monocoque body.

[0080] Understandably, by adopting a monocoque body structure with front and rear subframes, this embodiment can leverage the lower weight of the monocoque body to achieve vehicle lightweighting, thereby improving the overall vehicle range. Simultaneously, the connecting beams 1 on both sides connect the front and rear subframes into a single unit. The front subframe 4, rear subframe 5, and the connecting beams 1 on both sides together define the battery pack installation space Q. Through the connection of the connecting beams 1, a ring-shaped frame structure for the battery pack can also be formed, allowing the battery pack 2 to move along with the ring-shaped frame structure during a vehicle collision. This reduces the impact on the battery pack 2 during a collision, thereby increasing the collision safety of the battery pack 2.

[0081] In this embodiment, the front subframe 4 has front subframe longitudinal beams 401 disposed on the left and right sides, and the rear subframe 5 has rear subframe longitudinal beams 501 disposed on the left and right sides. In a preferred embodiment, in the left-right direction of the whole vehicle, the connecting beams 1 on each side are also located on the side of the front subframe longitudinal beam 401 and the rear subframe longitudinal beam 501 closer to the outside of the vehicle.

[0082] At this point, the connecting beams 1 on each side are as follows: Figure 2 as well as Figure 6 As shown, the front subframe longitudinal beam 401 and the rear subframe longitudinal beam 501 located on the same side near the outside of the vehicle, in this embodiment, help to achieve the Y-direction cross-sectional change of the front and rear parts of the monocoque body, and can meet the matching design requirements between the chassis and the body frame in the monocoque body.

[0083] Furthermore, in this embodiment, a front crossbeam 404 is also provided at the rear of the front subframe 4. The front ends of the connecting beams 1 on both sides are connected to the left and right ends of the front crossbeam 404, respectively, and the rear ends of the connecting beams 1 on both sides are specifically connected to the front ends of the longitudinal beams 501 of the rear subframe on both sides. In this way, the aforementioned front crossbeam 404, rear subframe 5, and connecting beams 1 on both sides together define the battery pack installation space Q for installing the battery pack 2.

[0084] It should be noted that, as a preferred embodiment, the aforementioned front crossbeam 404 can, for example, be part of the front subframe 4, specifically a rear crossbeam of the front subframe located at the rear end of the front subframe 4. However, besides serving as a rear crossbeam of the front subframe, the front crossbeam 404 in this embodiment can also be connected between the front ends of the two connecting beams 1 and be independent of the beam structure of the front subframe 4. In this case, while the front crossbeam 404 is integrated with the two connecting beams 1 to form an integral frame structure, it is also connected to the front subframe 4 to achieve the connection between the two connecting beams 1 and the front subframe 4.

[0085] Taking the previous example of the crossbeam 404 being the rear crossbeam of the front subframe, in specific implementation, the front subframe 4 in this embodiment can be derived from the front subframe structure in existing monocoque chassis. Generally speaking, such as... Figure 7 As shown, the front subframe 4 has front subframe longitudinal beams 401 on the left and right sides respectively. The front subframe front crossbeam 402 and the front subframe middle crossbeam 403 are connected between the two front subframe longitudinal beams 401, and the rear ends of the two front subframe longitudinal beams 401 are connected to the front crossbeam 404, which serves as the rear crossbeam of the front subframe.

[0086] It should be noted that when the front crossbeam 404 is set independently of the front subframe 4, its connection to the front subframe 4 is generally also connected to the rear end of the longitudinal beams 401 of the front subframe on both sides. Moreover, when the front crossbeam 404 is set independently of the front subframe 4, the rear crossbeams of the front subframe 4 can be selectively set as needed.

[0087] Continue as Figure 7 As shown, in this embodiment, a front subframe anti-collision beam 405 is also provided at the front end of the front subframe 4, which is connected to the longitudinal beams 401 of the front subframe on both sides. The front subframe anti-collision beam 405 is specifically connected to the front end of the longitudinal beams 401 of the front subframe on both sides through the front subframe energy absorption box 406.

[0088] Furthermore, as a preferred embodiment, in the front subframe 4 of this embodiment, the front crossbeam 404 also structurally includes a central crossbeam body 404a and extension sections 404b connected to the left and right ends of the crossbeam body 404a. The rear ends of the longitudinal beams 401 of each side of the front subframe are connected to the crossbeam body 404a, and the extension sections 404b at each end extend outwards along the left-right direction of the vehicle. The front ends of the connecting beams 1 on each side are also specifically connected to the extension sections 404b on the same side.

[0089] It is understandable that the extension section 404a in the front crossbeam 404 facilitates the connection with the connecting beams 1 on both sides. Meanwhile, see also... Figure 6 By connecting the longitudinal beams 401 of the front subframe on the left and right sides of the front subframe 4 with the main body 404a of the crossbeam in the front crossbeam 404, it also helps to realize the Y-direction (left-right direction of the whole vehicle) cross section change of the front of the load-bearing body. That is, the connecting beams 1 on each side and the longitudinal beams 401 of the front subframe are not on the same straight line, but are bent at the connection point between the two, thereby making the Y-direction cross section size of the body at the front subframe 4 smaller.

[0090] The aforementioned change in the Y-direction section of the front of the vehicle body is fundamentally different from the fact that the Y-direction section of the frame beam in a non-load-bearing vehicle body is basically the same front and back. Moreover, this embodiment satisfies the matching design requirements between the chassis and the body frame in a load-bearing vehicle body by changing the size of the aforementioned Y-direction section of the front of the vehicle body.

[0091] In this embodiment, it is still combined with Figure 6 and Figure 8As shown, in a preferred embodiment, each side connecting beam 1 has an inclined connecting section 1a at its rear end. Each side connecting section 1a is connected to the front end of the rear subframe longitudinal beam 501 on the same side through the connecting section 1a. Furthermore, the distance between the two connecting sections 1a gradually decreases from front to back in the front-rear direction of the vehicle.

[0092] At this point, by setting an inclined connecting section 1a at the rear end of each side connecting beam 1, it is also possible to facilitate the connection between the connecting beam 1 and the rear subframe longitudinal beam 501. Furthermore, the distance between the two connecting sections 1a is set to gradually decrease from front to back. Similar to the design of the aforementioned extended section 404b, it is also possible to realize the Y-direction section change of the rear of the load-bearing body, so as not only to meet the matching design requirements between the chassis and the body frame in the load-bearing body, but also to become one of the main differences from the non-load-bearing body.

[0093] In this embodiment, it is worth noting that, in specific implementation, the connecting beams 1 on both sides can be, for example, an integrally formed beam structure, specifically an integral closed structure, and its cross-section can be as follows: Figure 9 As shown in the diagram. Furthermore, at this time, the connecting beam 1 can also be integrally formed with the front crossbeam 404 and the rear subframe longitudinal beam 501 in the front and rear subframes. It can be understood that by utilizing the closed section, the structural strength of the connecting beam 1 can be guaranteed by leveraging the high strength of the cavity structure. Furthermore, by integrally forming the connecting beam 1 with the front and rear subframes, the integrated front subframe 4, connecting beam 1, and rear subframe 5 can achieve better structural strength and rigidity.

[0094] Of course, besides being a one-piece structure, the connecting beam 1 in this embodiment can also adopt other structures, such as a welded steel profile structure, an extruded aluminum alloy profile structure, etc. Furthermore, in addition to being integrally connected to the front crossbeam 404 and the rear subframe longitudinal beam 501, in specific implementations, the connecting beam 1 can also be detachable. In this case, the aforementioned detachable method can generally adopt a bolted structure, and combined with... Figure 13 As shown, the connection point can be located at point B near one of the four corners, and the connection direction can be X (front and rear of the vehicle) or Y. The connection method can be plug-in or flat docking.

[0095] Of course, to ensure the reliability of force transmission in connecting beam 1, the preferred connection direction is the X-direction. Furthermore, to ensure ease of operation, a flat plate butt joint connection is preferred. Thus, in Figure 13 The positions indicated by each label B can be connected by bolted structures along the X direction using a flat plate butt joint method to set up the connecting beams 1 on each side.

[0096] In this embodiment, see continue to refer to Figure 6 as well as Figure 8As shown, in specific implementation, the rear subframe 5 can also refer to the rear subframe structure in the existing load-bearing body. In terms of structure, as a preferred implementation, in addition to being similar to the existing rear subframe structure, the rear subframe front crossbeam 502 and the rear subframe rear crossbeam 503 are connected between the rear subframe longitudinal beams 501 on both sides. Furthermore, at the position where the rear subframe longitudinal beams 501 on both sides are connected to the connecting beam 1, that is, at the position where the rear subframe longitudinal beams 501 on both sides are connected to the connecting section 1a, a rear crossbeam 504 is also connected.

[0097] At this point, based on the arrangement of the rear crossbeam 504, the aforementioned battery pack installation space Q is formed between the rear crossbeam 504, the front crossbeam 404, and the connecting beams 1 on both sides. Moreover, based on the arrangement of the front crossbeam 404 and the rear crossbeam 504, in specific implementation, battery pack mounting points can be set on the front crossbeam 404 and the rear crossbeam 504 respectively. At the same time, a front mounting bracket 202 and a rear mounting bracket 203 are respectively set at the front and rear ends of the battery pack 2, so that the front end of the battery pack 2 can be bolted to the front crossbeam 404, and the rear end of the battery pack 2 can also be bolted to the rear crossbeam 504, thus ensuring the stability of the battery pack 2 after assembly in the vehicle body.

[0098] It is understandable that by setting the rear crossbeam 504 as described above, not only can the structural strength and rigidity of the front of the rear subframe 5 be increased, and a mounting point for the rear of the battery pack be provided, but also, by making the battery pack mounting space Q form between the rear crossbeam 504, the front crossbeam 404 and the connecting beams 1 on both sides, this embodiment also helps to make the formed ring frame structure a rigid encircling structure that is adapted to the shape of the battery pack, thereby better improving the collision safety of the battery pack.

[0099] In addition, the rear crossbeam 504 is positioned between the connection points of the two side connecting sections 1a and the rear subframe longitudinal beam 501. By connecting the end of the rear crossbeam 504 to the connection points between the connecting sections 1a on each side and the rear subframe longitudinal beam 501, it not only helps to ensure the connection strength of the rear crossbeam 504, but also helps to better improve the dynamic stiffness of the front part of the rear subframe 5.

[0100] In specific implementations, the rear crossbeam 504 of this embodiment can, for example, adopt an integrally molded closed structure to achieve higher structural strength. Furthermore, to further increase the strength of the rear crossbeam 504, and for ease of rear-end battery pack installation, combined with... Figure 10 As shown, the rear crossbeam 504 in this embodiment can be designed to be arched downwards along the vertical direction of the vehicle, and has a straight section 5041 in the middle and bent sections 5042 on the left and right sides. The bent sections 5042 on both sides are inclined upwards and are connected to the rear subframe longitudinal beam 501 on the same side.

[0101] Still by Figure 6 and Figure 8 As shown, in a preferred embodiment, unlike existing rear subframe structures, this embodiment provides a rear subframe anti-collision beam 505 at the rear end of the rear subframe 5, connected to the longitudinal beams 501 of the two rear subframes. Thus, it can be understood that by providing the rear subframe anti-collision beam 505 at the rear end of the rear subframe 5, on the one hand, it improves the rear impact force transmission performance of the rear subframe 5, allowing the collision force to be better dispersed to the longitudinal beams 501 of the two rear subframes via the rear subframe anti-collision beam 505, so as to transmit it forward along the longitudinal beams 501, avoiding single-position force, difficulty in dispersing the collision force, and excessive deformation. On the other hand, by providing the aforementioned rear subframe anti-collision beam 505, it also serves as a pedestrian anti-intrusion beam at the rear of the vehicle, thereby improving safety during reversing.

[0102] It should be noted that, in specific implementation, it should be combined with Figure 11 As shown, the aforementioned rear subframe anti-collision beam 505 can structurally borrow from the front subframe anti-collision beam 405 in the front subframe 4, and it can be made of sheet metal stamping structure or aluminum alloy extruded profile. Furthermore, based on the aforementioned rear subframe anti-collision beam 505, preferably, the rear ends of the longitudinal beams 501 on both sides of the rear subframe can also be connected to the rear subframe energy-absorbing boxes 506, so that the rear subframe anti-collision beam 505 is specifically connected to the energy-absorbing boxes 506 on both sides of the rear subframe.

[0103] At this point, the aforementioned rear subframe energy-absorbing box 506, like the front subframe energy-absorbing box 406 in the front subframe 4, can adopt the conventional energy-absorbing box structure used in existing vehicle bodies. Furthermore, it is understandable that by connecting the rear subframe rear bumper beam 505 to the rear subframe longitudinal beam 501 via the rear subframe energy-absorbing box 506, it can absorb energy through crumple zones, thereby further improving the vehicle's rear-end collision safety.

[0104] In addition, it should be noted that the aforementioned rear subframe anti-collision beam 505 not only works in conjunction with the front subframe anti-collision beam 405 to improve the frontal and rear collision safety performance of the chassis structure in this embodiment, but also, when the chassis structure of this embodiment is assembled into the vehicle, the aforementioned front subframe anti-collision beam 405 and rear subframe anti-collision beam 505 can form a double anti-collision beam collision force transmission design together with the front and rear anti-collision beams in the upper body frame, thereby providing a super strong double protection effect.

[0105] like Figure 12 and Figure 13As shown in the illustration, in this preferred embodiment, the side connecting beam 1 facing outwards in the left-right direction of the vehicle can be further connected to a side step mounting plate 6. The side step mounting plate 6 extends along the front-rear direction of the vehicle, and a side step mounting surface 6a is provided on the top of each side step mounting plate 6.

[0106] At this point, by installing a side step panel and side step trim on the side step mounting surface 6a, a side step that assists the driver and passengers in getting in and out of the vehicle can be formed. Furthermore, by connecting the aforementioned side step mounting plate 6 to the outside of the connecting beam 1, it can be understood that it serves as both a base for side step assembly and a side impact energy-absorbing structure, thus achieving a dual-purpose design, saving on the side step mounting frame, and also contributing to the lightweight design of the vehicle body.

[0107] In practice, it should be noted that the side tread mounting plates 6 on each side can be detachably connected to the connecting beam 1 on the same side via connecting components. This allows the side tread mounting plates 6 to be detachably connected to the connecting beam 1 on the same side via connecting components, which facilitates the assembly of the side tread mounting plates 6 and also makes it easier to maintain and replace them later.

[0108] Of course, in addition to the above-mentioned detachable configuration, in specific implementations, this embodiment can also make the side step mounting plates 6 on each side integrally formed with the connecting beam 1 on the same side. In this way, the side step mounting plates 6 and the connecting beam 1 are integrally formed, which can reduce the manufacturing cost of the connecting beam 1 and the side step mounting plates 6, and can also better ensure the structural strength of the connecting beam 1 and the side step mounting plates 6, so as to improve the overall rigidity of the chassis structure.

[0109] The detachable side step mounting plate 6 can be made of steel or aluminum alloy profiles, and the connecting components can typically be bolted to secure the side step mounting plate 6 to the connecting beam 1. Alternatively, the side step mounting plate 6 and the connecting beam 1 can be integrally formed, for example, both can be made of steel or aluminum alloy profiles, or they can be made of rolled steel.

[0110] like Figure 14 As shown, this is an exemplary structure when both the side step mounting plate 6 and the connecting beam 1 are made of aluminum alloy profiles. In this structure, to increase the structural strength of the connecting beam 1 and the side step mounting plate 6, transverse reinforcing ribs 1b and vertical reinforcing ribs 6c can be provided in both. Simultaneously, to improve the collision energy absorption effect of the side step mounting plate 6 during a side collision, a collapsible guide rib 6b extending in a bent shape can also be provided at the bottom of the side step mounting plate 6.

[0111] At this time, vertical reinforcing ribs 6c and crush guiding ribs 6b are adopted for the reinforcing ribs at the side step mounting plate 6. While appropriately increasing the structural strength at the position of the side step mounting plate 6, it also endows the side step mounting plate 6 with good crush energy absorption ability, enabling one side of the side step mounting plate 6 to become a crush energy absorption area, which helps to improve the side impact energy absorption effect. Different from one side of the side step mounting plate 6, on one side of the connecting beam 1, through the arrangement of the transverse reinforcing rib 1b, by utilizing the transverse supporting effect of the transverse reinforcing rib 1b, the connecting beam 1 can have strong supporting stiffness when the vehicle undergoes a side impact. Furthermore, one side of the connecting beam 1 can become a rigid frame area to better protect the battery pack located in the battery pack installation space Q.

[0112] In this embodiment, in addition to as Figure 14 shown, the integrally formed connecting beam 1 and side step mounting plate 6 have different cross-sectional structures. Of course, in specific implementation, the wall thickness on one side of the connecting beam 1 can also be made greater than that on one side of the side step mounting plate 6. In this way, the strength on one side of the connecting beam 1 can be further increased to make full use of the crush energy absorption on one side of the side step mounting plate 6 to protect the battery pack inside the connecting beam 1.

[0113] As Figure 15 shown is an exemplary cross-sectional form when the above-mentioned side step mounting plate 6 and connecting beam 1 adopt a steel roll-formed structure. It should be noted that when adopting the roll-formed structure, the integrally formed side step mounting plate 6 and connecting beam 1 generally adopt Figure 15 the "day" - shaped cross-section shown, and can be connected by combining 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 6 and connecting beam 1 adopt other cross-sectional forms.

[0114] In this embodiment, based on the arrangement of the two connecting beams 1, in addition to making the two connecting beams 1 an integral structure, as a preferred implementation form, it can also be set such that the lengths of the two connecting beams 1 in the vehicle's front - rear direction are adjustable, and fixing structures 1d are respectively provided on the two connecting beams 1 to fix the adjusted lengths of the connecting beams 1 through the fixing structures 1d. At this time, by making the lengths of the two connecting beams 1 adjustable and setting a fixing structure for fixing the lengths of the connecting beams 1, it can facilitate meeting the wheelbase changes between different vehicle models, making the front and rear subframes common parts, and further contributing to the implementation of platform design to reduce the vehicle's R & D cost.

[0115] During specific implementation, the length adjustment positions of the two connecting beams 1 can be as indicated by label A in Figure 1 , and, as Figure 16As shown, in order to make the length of the connecting beam 1 adjustable, for example, the two longitudinal beam segments 1c that are broken at position A can be connected by a plug-in method. At the same time, the above-mentioned fixing structure 1d can be fixed by a threaded sleeve and bolt.

[0116] The threaded sleeve can be fixed within one of the longitudinal beam segments 1c, and connection through holes are provided on both longitudinal beam segments 1c, with multiple connection through holes spaced apart on the outer longitudinal beam segment 1c. When adjusting the length of the connecting beam 1, after the insertion length of the two longitudinal beam segments 1c is adjusted, the bolt is screwed into the threaded sleeve through the connection process, thus achieving the adjustment and fixation of the length of the connecting beam 1.

[0117] Furthermore, it should be noted that when the length of the connecting beams 1 on both sides is adjustable, the side step mounting plates 6 installed on the side of each connecting beam 1 facing outwards should be detachably connected to the connecting beam 1. In practice, side step mounting plates 6 of appropriate length can be manufactured according to the adjusted length of the connecting beam 1, and then connected to the outside of the connecting beam 1 after the length of the connecting beam 1 is fixed.

[0118] The chassis structure of this embodiment adopts the structure described above. By setting connecting beams 1 distributed on the left and right sides of the battery pack 2, the connecting beams 1 on both sides can withstand the impact of the collision and transmit and disperse the collision force during a side collision, which helps to improve the safety of the battery pack 2 during a side collision. At the same time, by making the connecting parts on each side also include a second connecting part 400 that can connect the battery pack 2, the connecting beams 1 and the sill beam 3 together, the installation of the whole consisting of the connecting beams 1 on both sides and the battery pack 2 in the vehicle body can be realized simultaneously while the battery pack 2 is installed. Thus, the integrated design of the battery pack 2 partial installation structure can be utilized, and there is no need to set a separate connection structure between the connecting beams 1 and the vehicle body on both sides of the battery pack 2, which is conducive to reducing the overall vehicle installation structure cost.

[0119] Furthermore, based on the setting of the connecting beams 1 on both sides, and especially by connecting the connecting beams 1 on both sides between the front and rear subframes, this embodiment can connect the front and rear subframes via the connecting beams 1 on both sides on the basis of the traditional monocoque body. In this way, by adopting a monocoque body structure with front and rear subframes, the lightweight characteristics of the monocoque body can be utilized to achieve the weight reduction of the body and improve the overall vehicle range.

[0120] Furthermore, by setting up connecting beams 1 on both sides to connect the front and rear subframes, and by having the front crossbeam 404, rear crossbeam 504, and connecting beams 1 on both sides jointly define the battery pack installation space Q, the chassis structure of this embodiment can also form a ring-shaped frame structure for the battery pack through the connection of the connecting beams 1. In the event of a collision, the battery pack 2 can move together with the ring-shaped frame structure, which can reduce the impact of the collision on the battery pack 2, increase the collision safety of the battery pack 2, and thus improve the overall vehicle safety quality.

[0121] It should be noted that the chassis structure described in this embodiment is an innovative subframe structure, significantly different from the conventional non-load-bearing frame beam structure, because the front and rear ends of the chassis are still front and rear subframes. The subframe structure has a smaller Y-axis cross-section than the frame in a non-load-bearing body, and the longitudinal beams at the subframe positions use a curved longitudinal beam structure. Specifically, the front and rear subframes in this embodiment are still separate units; they are simply the addition of connecting beams 1 between the front and rear subframes in a load-bearing body, rather than the integrated beam structure found in a non-load-bearing body.

[0122] Of course, in the implementation where the connecting beam 1 is connected to the front and rear subframes, precisely because of the integrated structure of the front and rear subframes connected by the connecting beam 1, this embodiment, as mentioned above, not only utilizes the characteristics of the monocoque body structure to reduce vehicle weight and increase the vehicle's range, but also forms a ring-shaped protective frame for the battery pack, thereby better improving the collision safety of the battery pack 2. Therefore, it not only improves upon the shortcomings of the monocoque body structure but also possesses the advantages of the non-monocoque body structure, significantly enhancing the overall quality of the vehicle and demonstrating excellent practicality.

[0123] Example 2

[0124] This embodiment relates to a vehicle, specifically a new energy vehicle equipped with a battery pack, and more specifically, the vehicle is preferably a pure electric vehicle, and the vehicle chassis structure of Embodiment 1 is provided in the vehicle.

[0125] It should be noted that, based on the vehicle chassis structure in Embodiment 1, the vehicle in this embodiment, during final assembly, is assembled in the same manner as existing monocoque chassis, with the subframe at the bottom being mounted onto the upper body. The upper body frame serves as the main load-bearing component of the vehicle, and chassis components are also assembled into the body via the front and rear subframes. Furthermore, in the event of a collision, the upper body frame, along with the front and rear subframes and connecting beam 1 in the chassis, participate in absorbing and transmitting the collision force, unlike in a non-monocoque chassis where the frame beam alone transmits force and absorbs energy.

[0126] The vehicle in this embodiment uses the chassis structure of Embodiment 1. On the one hand, by setting up connecting beams 1 distributed on the left and right sides of the battery pack 2, it helps to improve the safety of the battery pack 2 in the event of a side collision. On the other hand, by using a second connecting member 400 that can connect the battery pack 2, connecting beams 1 and sill beams 3 together, the vehicle also helps to reduce the overall vehicle installation structure cost.

[0127] On the other hand, the specific arrangement of the connecting beams 1 on both sides, especially by connecting the connecting beams 1 between the front and rear subframes, allows the front and rear subframes to be connected via the connecting beams 1 on both sides on the basis of a traditional load-bearing body. This not only helps to achieve vehicle weight reduction and improve the vehicle's range, but also reduces the impact of collisions on the battery pack 2, increases the collision safety of the battery pack 2, and helps to improve the overall vehicle safety quality, thus having great practicality.

[0128] 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 principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A vehicle chassis structure, characterized in that: It includes connecting beams (1) located on the left and right sides, and a battery pack (2) located between the connecting beams (1) on both sides. The connecting beams (1) on both sides extend along the front-rear direction of the vehicle and are respectively located below the door sill beam (3) on the same side of the vehicle body; The connecting beams (1) on both sides are connected between the front subframe (4) located at the front of the vehicle and the rear subframe (5) located at the rear of the vehicle, and the front subframe (4), the rear subframe (5) and the connecting beams (1) on both sides form a battery pack installation space (Q) for accommodating the battery pack (2). The battery pack (2) is provided with connectors on its left and right sides respectively, and the battery pack (2) is connected to the connecting beam (1) and / or the sill beam (3) through the connectors; The battery pack (2) is provided with connecting brackets (201) on the left and right sides respectively, and the connecting brackets (201) on each side are connected to the lower part of the connecting beam (1) on the same side through the connector; Each of the connecting members on each side includes a first connecting member (200) that connects the battery pack (2) and the connecting beam (1) together, and a second connecting member (400) that connects the battery pack (2), the connecting beam (1) and the sill beam (3) together. The second connector (400) is distributed at the four front and rear corners near the battery pack (2), and the first connector (200) is arranged in multiple spaced-out positions.

2. The vehicle chassis structure according to claim 1, characterized in that: The connecting beam (1) has a threaded tube (100) corresponding to the first connector (200), and the first connector (200) is connected in the threaded tube (100) to connect the connecting bracket (201) and the connecting beam (1) together; and / or, The connecting beam (1) is provided with a threaded sleeve (300) corresponding to the second connector (400). The second connector (400) passes through the threaded sleeve (300) to connect the connecting bracket (201), the connecting beam (1) and the threshold beam (3) together.

3. The vehicle chassis structure according to claim 1, characterized in that: The front and rear ends of the connecting beams (1) on each side are connected to the threshold beams (3) on the same side.

4. The vehicle chassis structure according to claim 1, characterized in that: The front subframe (4) is located below the front engine compartment in the vehicle body, and the rear subframe (5) is located below the rear floor in the vehicle body.

5. The vehicle chassis structure according to claim 4, characterized in that: The front subframe (4) has front subframe longitudinal beams (401) on the left and right sides respectively, and the rear subframe (5) has rear subframe longitudinal beams (501) on the left and right sides respectively. In the left-right direction of the vehicle, the connecting beams (1) on each side are located on the side of the front subframe longitudinal beam (401) and the rear subframe longitudinal beam (501) that are close to the outside of the vehicle.

6. The vehicle chassis structure according to claim 5, characterized in that: The front subframe (4) is provided with a front crossbeam (404) on the rear side. The front crossbeam (404) has a crossbeam body (404a) and an extension section (404b) is connected to both the left and right ends of the crossbeam body (404a). The extended section (404b) extends outward along the left-right direction of the vehicle, and the front subframe longitudinal beams (401) on both sides are connected to the main body of the crossbeam (404a). The connecting beams (1) on both sides are respectively connected to the extended section (404b) on the corresponding side, and are connected to each of the front subframe longitudinal beams (401) through the front crossbeam (404).

7. The vehicle chassis structure according to claim 6, characterized in that: Each side of the connecting beam (1) has an inclined connecting section (1a) at its rear end. Each side of the connecting beam (1) is connected to the front end of the rear subframe longitudinal beam (501) on the same side through the connecting section (1a). The distance between the connecting sections (1a) on both sides gradually decreases from front to back in the front-rear direction of the whole vehicle. A rear crossbeam (504) is connected between the rear subframe longitudinal beams (501) on both sides and the connecting section (1a), and the battery pack mounting space (Q) is formed between the front crossbeam (404), the rear crossbeam (504) and the connecting beams (1) on both sides.

8. The vehicle chassis structure according to any one of claims 1 to 7, characterized in that: In the left-right direction of the vehicle, each side of the connecting beam (1) is connected to a side step mounting plate (6) on the side facing outward. The side step mounting plate (6) extends along the front-rear direction of the vehicle and has a side step mounting surface (6a) on the top of the side step mounting plate (6).

9. A vehicle, characterized in that: The vehicle is provided with a vehicle chassis structure as described in any one of claims 1 to 8.

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