Chassis side structure, vehicle chassis and vehicle

Abstract

This invention provides a chassis side structure, a vehicle chassis, and a vehicle. The chassis side structure includes a connecting beam disposed below the sill beam in the vehicle body. The connecting beam extends along the longitudinal direction of the vehicle and along the lateral direction of the vehicle. A side step mounting frame is provided on the side of the connecting beam facing outwards. The side step mounting frame extends along the longitudinal direction of the vehicle and has a side step mounting surface at its top. The side step mounting frame is integrally formed with the connecting beam. This invention, through the side connecting beam and the side step mounting frame integrally formed on the connecting beam, serves as both a base for side step assembly and a side impact energy absorption structure, achieving a dual-purpose design. This saves on the side step mounting frame, facilitates lightweight vehicle body design, and improves the overall quality of the vehicle.

Description

Technical Field

[0001] This invention relates to the technical field, and particularly to a chassis side structure. The invention also relates to a vehicle chassis equipped with the aforementioned chassis side structure, and a vehicle having the aforementioned chassis. Background Technology

[0002] In the existing technology, for some vehicles with high chassis, side steps are installed on the left and right sides of the vehicle to facilitate the entry and exit of passengers. When getting in and out of the vehicle, the side steps serve as an intermediate support point, allowing passengers to step on them first before entering or exiting the passenger compartment.

[0003] Currently, in traditional vehicle bodies, side steps are typically mounted on the sill beams on the side of the vehicle using mounting brackets. These brackets and other body structures only serve the purpose of mounting the side steps, which not only results in structural waste but also hinders lightweight vehicle design, ultimately impacting the overall quality of the vehicle. Summary of the Invention

[0004] In view of this, the present invention aims to propose a chassis side structure that facilitates lightweight vehicle design and improves the overall quality of the vehicle.

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

[0006] A chassis side structure includes a connecting beam disposed below the sill beam in the vehicle body. The connecting beam extends along the front-rear direction of the vehicle and along the left-right direction of the vehicle. A side step mounting frame is provided on the side of the connecting beam facing outward.

[0007] The side step mounting frame extends along the front-rear direction of the vehicle and has a side step mounting surface on the top of the side step mounting frame. The side step mounting frame is integrally formed with the connecting beam.

[0008] Furthermore, the deformation capacity of the side step mounting frame in the left-right direction of the vehicle is greater than that of the connecting beam in the left-right direction of the vehicle.

[0009] Furthermore, the connecting beam and the side step mounting frame are made of extruded aluminum profiles;

[0010] The side step mounting frame has an outer wall that encloses a frame cavity, and frame reinforcing ribs disposed in the frame cavity.

[0011] The connecting beam has an outer wall that encloses a beam cavity, and beam reinforcing ribs disposed within the beam cavity.

[0012] Furthermore, the frame reinforcing ribs are arranged along the vertical direction of the entire vehicle, the beam reinforcing ribs are arranged along the horizontal direction of the entire vehicle, and the bottom portion of the outer wall of the frame is corrugated in the horizontal direction of the entire vehicle; and / or,

[0013] The thickness of the outer wall of the skeleton and the thickness of the skeleton stiffeners are less than the thickness of the outer wall of the beam and the thickness of the beam stiffeners.

[0014] Furthermore, the connecting beam connects 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 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.

[0016] In the left-right direction of the vehicle, the connecting beam is 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.

[0017] Furthermore, a front crossbeam is provided on the rear side of the front subframe, the front crossbeam having an outwardly extending section along the left-right direction of the vehicle, the front end of the connecting beam being connected to the outwardly extending section, and connected to the longitudinal beam of the front subframe via the front crossbeam; and / or,

[0018] The connecting section at the rear end of the connecting beam gradually tilts towards the rear subframe longitudinal beam along the front-rear direction of the vehicle, and the connecting beam is connected to the front end of the rear subframe longitudinal beam on the same side through the connecting section.

[0019] Furthermore, a rear crossbeam is provided on the front side of the rear subframe, and the end of the rear crossbeam is connected to the position where the longitudinal beam of the rear subframe and the connecting beam are connected; and / or,

[0020] The connection point between the connecting beam and the rear subframe longitudinal beam is provided with a rear subframe mounting point for connecting the rear subframe and the vehicle body.

[0021] Compared with the prior art, the present invention has the following advantages:

[0022] The chassis side structure described in this invention, through the side connecting beam and the side step mounting frame integrally formed on the connecting beam, allows the side step mounting frame to serve as both a side collision energy absorption structure and a collision energy absorption function, thus achieving dual use in one piece. This saves on the side step mounting frame, which is beneficial for achieving lightweight vehicle design and improving the overall quality of the vehicle.

[0023] Furthermore, the side step mounting frame's deformation capacity in the lateral direction of the vehicle is greater than that of the connecting beam. This allows the side step mounting frame to preferentially collapse and absorb energy during a side collision, reducing the impact force transmitted to the vehicle's interior. Simultaneously, the greater stiffness of the connecting beam reduces its collision deformation, thus better protecting the vehicle's internal structure. Both the connecting beam and the side step mounting frame are made of extruded aluminum profiles, facilitating fabrication. Both the side step mounting frame and the connecting beam have internal cavities with reinforcing ribs, ensuring the structural strength of both.

[0024] By arranging the frame reinforcement ribs along the vertical direction of the vehicle and the beam reinforcement ribs along the horizontal direction, and by making the bottom part of the frame outer wall corrugated in the horizontal direction, the stiffness of the side step mounting frame can be made less than that of the connecting beam while ensuring the structural strength of the side step mounting frame and connecting beam. Similarly, by making the thickness of the frame outer wall and frame reinforcement ribs less than the thickness of the beam outer wall and beam reinforcement ribs, the stiffness of the side step mounting frame can also be made less than that of the connecting beam.

[0025] Furthermore, the connecting beams on both sides connect the front and rear subframes, which not only facilitates the arrangement of the connecting beams in the chassis but also gives the overall chassis the characteristics of a monocoque body structure. This allows for the utilization of the lighter weight of the monocoque body, contributing to weight reduction and improving the vehicle's range. The connecting beams 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, which helps to achieve changes in the Y-axis cross-section of the front and rear parts of the monocoque body, meeting the matching design requirements between the chassis and body frame in a monocoque body.

[0026] The front crossbeam positioned behind the front subframe facilitates the connection between the connecting beam and the front subframe longitudinal beam, enabling variations in the Y-axis cross-section of the front of the vehicle body. A connecting section at the rear end of the connecting beam further facilitates the connection between the connecting beam and the rear subframe longitudinal beam. The connecting section's inclination towards the rear subframe longitudinal beam further reduces the Y-axis cross-section variation at the rear of the monocoque vehicle body, thus meeting the matching design requirements between the chassis and body frame in a monocoque vehicle body.

[0027] By utilizing the rear crossbeam and connecting its end to the rear subframe longitudinal beam and connecting section, the structural strength and rigidity of the front of the rear subframe are increased, as well as the connection strength between the connecting beam and the rear subframe longitudinal beam. Setting the rear subframe mounting point at the connection between the connecting beam and the rear subframe longitudinal beam helps increase the rigidity of the rear subframe mounting location, thereby improving the dynamic rigidity of the assembled rear subframe.

[0028] Another objective of the present invention is to provide a vehicle chassis, wherein the left and right sides of the vehicle chassis are provided with the chassis side structure as described above, and a battery pack installation space is formed between the connecting beams on both sides, and a battery pack is provided in the battery pack installation space;

[0029] The left and right sides of the battery pack are respectively connected to the connecting beams on the corresponding sides.

[0030] Furthermore, the battery pack includes an internal crossbeam extending along the left-right direction of the vehicle, and the projection of the internal crossbeam and the connecting beams on both sides in the left-right direction of the vehicle at least partially overlaps; and / or,

[0031] The battery pack is provided with connecting brackets on the left and right sides respectively. Each connecting bracket is connected to the lower part of the connecting beam on the same side through multiple connectors, and some of the connectors connect the connecting bracket, the connecting beam and the sill beam together.

[0032] The vehicle chassis described in this invention, by setting the chassis side structure as described above on the left and right sides and setting the battery pack between the connecting beams on both sides, can not only use the connecting beams on both sides to withstand the impact of the collision and transmit and disperse the impact force, but also use the side step mounting frame on the outside of the connecting beams to resist the impact of the collision and absorb the energy of the collision. This can greatly improve the collision safety of the battery pack and thus improve the safety quality of the vehicle.

[0033] Secondly, by incorporating internal crossbeams within the battery pack, lateral support is provided, protecting the modules within the battery pack from stress and increasing its ability to withstand side impacts, thus enhancing its safety in such situations. Furthermore, some connectors allow for the jointing of the connecting brackets, connecting beams, and sill beams. This enables simultaneous installation of the battery pack and the connecting beams on both sides within the vehicle body, achieving an integrated design for the battery pack's installation structure. This integrated design eliminates the need for separate connecting beams on both sides of the battery pack to the vehicle body, thereby reducing the overall vehicle installation cost.

[0034] In addition, the present invention also proposes a vehicle having a vehicle chassis as described above.

[0035] The vehicle described in this invention has the same beneficial effects as the aforementioned vehicle chassis, and will not be repeated here. Attached Figure Description

[0036] 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:

[0037] Figure 1This is a schematic diagram of the chassis side structure according to an embodiment of the present invention;

[0038] Figure 2 This is a cross-sectional schematic diagram of the chassis side structure according to an embodiment of the present invention;

[0039] Figure 3 This is a schematic diagram of the chassis side structure as described in an embodiment of the present invention being assembled in the vehicle body;

[0040] Figure 4 This is a structural diagram of the connecting beam and side step mounting frame according to an embodiment of the present invention when roller-pressed components are used;

[0041] Figure 5 This is a schematic diagram illustrating the connection between the connecting beam and the front and rear subframes according to an embodiment of the present invention;

[0042] Figure 6 This is a schematic diagram of the front subframe structure according to an embodiment of the present invention;

[0043] Figure 7 This is a schematic diagram of the rear subframe structure according to an embodiment of the present invention;

[0044] Figure 8 This is a schematic diagram of the structure of the rear crossbeam according to an embodiment of the present invention;

[0045] Figure 9 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;

[0046] Figure 10 This is a schematic diagram of the vehicle chassis structure according to an embodiment of the present invention;

[0047] Figure 11 This is a schematic diagram of the battery pack structure according to an embodiment of the present invention;

[0048] Figure 12 This is a schematic diagram illustrating the arrangement of the internal crossbeam according to an embodiment of the present invention;

[0049] Figure 13 This is a schematic diagram illustrating the cooperation of the internal crossbeam, connecting bracket, and connecting beam according to an embodiment of the present invention;

[0050] Figure 14 This is a connection diagram of the first connector according to an embodiment of the present invention;

[0051] Figure 15 This is a connection diagram of the second connector according to an embodiment of the present invention;

[0052] Explanation of reference numerals in the attached figures:

[0053] 1. Connecting beam; 2. Side step mounting frame; 3. Sill beam; 4. Front subframe; 5. Rear subframe; 6. Battery pack;

[0054] 1a. Outer wall of beam; 1b. Beam reinforcement; 1c. Connecting section; 2a. Side step mounting surface; 2b. Outer wall of frame; 2c. Frame reinforcement; 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, bent section; 505, rear subframe anti-collision beam; 506, rear subframe energy-absorbing box; 5a, rear subframe mounting point; 601, connecting bracket; 602, internal crossbeam; 603, side frame;

[0055] 100. Threaded pipe; 200. First connector; 300. Threaded sleeve; 400. Second connector;

[0056] A. Bottom part of the outer wall of the frame; Q. Battery pack installation space; G. Inner cavity of the frame; M. Inner cavity of the beam. Detailed Implementation

[0057] 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.

[0058] 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.

[0059] 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.

[0060] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0061] Example 1

[0062] This embodiment relates to a chassis side structure, which is preferably applicable to new energy vehicles with a battery pack 6, and is particularly applicable to pure electric vehicles. The chassis side structure can facilitate the lightweight design of the vehicle and improve the overall quality of the vehicle.

[0063] In terms of overall structure, combined Figures 1 to 3 As shown, the chassis side structure of this embodiment includes a connecting beam 1 located below the sill beam 3 in the vehicle body. The connecting beam 1 extends along the front-rear direction of the vehicle and also has a side step mounting frame 2 on the side of the connecting beam 1 facing outwards along the left-right direction of the vehicle.

[0064] The aforementioned side step mounting frame 2 also extends along the front-rear direction of the vehicle, and a side step mounting surface 2a is provided on the top of the side step mounting frame 2. At the same time, the aforementioned side step mounting frame 2 is also integrally formed with the connecting beam 1.

[0065] At this point, with the above configuration, the side connecting beam 1 and the side step mounting frame 2 integrally formed on the connecting beam 1 can serve as both the side step assembly base and the side collision energy absorption structure, thus achieving a dual-purpose design. This saves on the side step mounting frame, which is beneficial for achieving lightweight vehicle design and improving the overall quality of the vehicle.

[0066] Based on the above general introduction, specifically, based on the setting of the side step mounting frame 2, by installing side step panels and side step decorative parts on the side step mounting surface 2a, a side step that assists drivers and passengers in getting in and out of the vehicle can be formed.

[0067] Furthermore, as a preferred embodiment, in specific implementation, the deformation capacity of the side step mounting frame 2 in the left-right direction of the vehicle can be set to be greater than that of the connecting beam 1 in the left-right direction of the vehicle. This deformation capacity can be characterized by the amount of deformation in a set direction when an object (such as the side step mounting frame 2 or the connecting beam 1) is subjected to a preset threshold impact force; the greater the deformation, the greater the deformation capacity. In simpler terms, making the deformation capacity of the side step mounting frame 2 greater than that of the connecting beam 1 also means that the lateral (i.e., left-right direction) stiffness of the side step mounting frame 2 is less than that of the connecting beam 1.

[0068] It is understandable that this embodiment makes the deformation capacity of the side step mounting frame 2 in the left-right direction of the vehicle greater than that of the connecting beam 1 in the left-right direction of the vehicle. On the one hand, it can make the side step mounting frame 2 collapse and absorb energy preferentially when the vehicle is involved in a side collision, so as to reduce the collision force transmitted to the inside of the vehicle body. On the other hand, it can also reduce the collision deformation of the connecting beam 1 by utilizing the larger lateral stiffness of the connecting beam 1, thereby better protecting the internal structure of the vehicle body.

[0069] In this embodiment, as a preferred implementation, the integrally formed connecting beam 1 and the side step mounting frame 2 can be made of extruded aluminum profiles, for example. Furthermore, in this case, the specific structure remains as follows: Figure 2 As shown, the aforementioned side step mounting frame 2 has an outer wall 2b that encloses the frame cavity G, and frame reinforcing ribs 2c disposed within the frame cavity G. Meanwhile, the aforementioned connecting beam 1 has an outer wall 1a that encloses the beam cavity M, and beam reinforcing ribs 1b disposed within the beam cavity M.

[0070] At this point, by using extruded aluminum profiles for the connecting beam 1 and the side step mounting frame 2, it is easy to manufacture. Both the side step mounting frame 2 and the connecting beam 1 have internal cavities, and reinforcing ribs are set in the internal cavities to ensure the structural strength of the connecting beam 1 and the side step mounting frame 2, thereby improving their performance.

[0071] This embodiment is based on the fact that the stiffness of the side step mounting frame 2 is less than that of the connecting beam 1. As one feasible implementation, see below. Figure 2 As shown, for example, the skeleton reinforcing rib 2c can be arranged along the vertical direction of the whole vehicle, while the beam reinforcing rib 1b can be arranged along the horizontal direction of the whole vehicle. At the same time, the bottom part of the skeleton outer wall 2b is also arranged in a wavy shape in the horizontal direction of the whole vehicle.

[0072] Among them, the bottom part of the outer wall 2b of the skeleton is wavy. Figure 2 The location indicated by the standard mark A. By setting the skeleton reinforcing rib 2c to be arranged along the vertical direction of the whole vehicle, setting the beam reinforcing rib 1b to be arranged along the horizontal direction of the whole vehicle, and making the bottom part of the skeleton outer wall 2b wavy in the horizontal direction of the whole vehicle, it is possible to ensure the structural strength of the side step mounting skeleton 2 and the connecting beam 1, while making the stiffness of the side step mounting skeleton 2 less than that of the connecting beam 1.

[0073] In addition to the above implementation, as another feasible implementation, in specific implementation, for example, the thickness of the outer wall 2b of the skeleton and the skeleton stiffener 2c can be less than the thickness of the outer wall 1a of the beam and the beam stiffener 1b. In this way, the stiffness of the side step installation skeleton 2 can also be less than the stiffness of the connecting beam 1.

[0074] In specific implementation, preferably, this embodiment can also be implemented as follows: Figure 2As shown, both of the above implementation methods are adopted simultaneously so that the connecting beam 1 and the side step mounting frame 2 have good structural strength, while also meeting the design requirements for the lateral stiffness of both.

[0075] In this embodiment, besides using extruded aluminum profiles, the integrally formed connecting beam 1 and side step mounting frame 2 can also be made of steel profiles or steel roll-formed parts. When using steel profiles, the cross-sections of the connecting beam 1 and side step mounting frame 2 can still be as follows... Figure 2 As shown, when steel roller presses are used, the cross-sections of the connecting beam 1 and the side step mounting frame 2 can be as follows: Figure 4 As shown, at this time, a beam cavity M is still formed inside the connecting beam 1, and a skeleton cavity G is formed inside the side step mounting skeleton 2.

[0076] In this embodiment, as a feasible implementation, the front and rear ends of the connecting beam 1 can be connected to the sill beam 3 on the same side, 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 connecting beams 1 on both sides of the vehicle body and ensures the reliability of the connecting beams 1 within the vehicle body.

[0077] However, as another feasible implementation, besides connecting both ends of the connecting beam 1 to the threshold beam 3 on the same side, the following approach can be continued... Figure 5 As shown in the figure, the vehicle chassis with the aforementioned connecting beam 1 and side step mounting frame 2 in this embodiment also has a front subframe 4 located at the front of the vehicle and a rear subframe 5 located at the rear of the vehicle, and the aforementioned connecting beam 1 is connected between the front subframe 4 and the rear subframe 5.

[0078] In this embodiment, when the connecting beam 1 connects the front and rear subframes, the chassis side structure is... Figure 5 The structure on one side of the middle.

[0079] Furthermore, the aforementioned 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. Additionally, based on the above, the connecting beams 1 on both sides are positioned between the front and rear subframes. It should be noted that existing traditional vehicle bodies mainly include monocoque and non-monocoque structures, and the differences between the two lie primarily in structure, weight, and ride comfort.

[0080] 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.

[0081] 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.

[0082] 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 connecting beam 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.

[0083] Understandably, by adopting a monocoque body structure with front and rear subframes, this embodiment can leverage the lighter weight of the monocoque body to achieve a lighter chassis, thereby improving the vehicle's range. Simultaneously, by setting up the connecting beam 1 and integrating the front and rear subframes, the connecting beam 1 can also absorb the impact of a side collision and distribute the collision force, thus contributing to improved safety during side collisions.

[0084] 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, the connecting beam 1 is 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 in the left-right direction of the whole vehicle.

[0085] At this point, connecting beam 1 is as follows: Figure 5 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 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.

[0086] Furthermore, in this embodiment, as Figure 5 and Figure 6 As shown, a front crossbeam 404 is also provided at the rear of the front subframe 4. The front end of the connecting beam 1 is connected to the end of the front crossbeam 404, and the rear end of the connecting beam 1 is specifically connected to the front end of the rear subframe longitudinal beam 501.

[0087] 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, the front crossbeam 404 can be integrated with the two connecting beams 1 to form an integral frame structure, while also being connected to the front subframe 4 to achieve the connection between the connecting beams 1 and the front subframe 4.

[0088] 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, and generally speaking, it is still as follows: Figure 6 As shown, in the front subframe 4, in addition to the front subframe longitudinal beams 401 located on the left and right sides, the front subframe front crossbeam 402 and the front subframe middle crossbeam 403 are also connected between the front subframe longitudinal beams 401 on both sides, and the rear ends of the front subframe longitudinal beams 401 on both sides are connected to the front crossbeam 404, which serves as the rear crossbeam of the front subframe.

[0089] 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.

[0090] And continue as Figure 6 As shown, in this embodiment, a front subframe anti-collision beam 405 connected to the longitudinal beams 401 of the front subframe on both sides can also be provided at the front end of the front subframe 4. The front subframe anti-collision beam 405 is specifically connected to the front end of the longitudinal beams 401 of each side of the front subframe through the front subframe energy absorption box 406.

[0091] Furthermore, as a preferred embodiment, in the front subframe 4 of this embodiment, the front crossbeam 404 also has an extension 404b extending outward along the left-right direction of the vehicle, and the front end of the connecting beam 1 is connected to the aforementioned extension 404b, thereby connecting to the front subframe longitudinal beam 401 through the front crossbeam 404.

[0092] Specifically, for example, the front crossbeam 404 may have a crossbeam body 404a located in the middle, with the aforementioned extended section 404b connected to the end of the crossbeam body 404a. Meanwhile, the rear ends of the longitudinal beams 401 of each side of the front subframe 4 may be connected to the crossbeam body 404a.

[0093] 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 5 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. This means that 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.

[0094] 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.

[0095] In this embodiment, it is still combined with Figure 5 and Figure 7 As shown, in a preferred embodiment, a connecting section 1c is provided at the rear end of the connecting beam 1. The connecting section 1c is inclined toward the rear subframe longitudinal beam 501, and 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 1c.

[0096] At this point, by setting an inclined connecting section 1c at the rear end of each side connecting beam 1, it is possible to facilitate the connection between the connecting beam 1 and the rear subframe longitudinal beam 501. Furthermore, by tilting the connecting section 1c towards the rear subframe longitudinal beam 501, it is similar to the design of the aforementioned extended section 404b. This also facilitates the realization of the Y-direction cross-section change at the rear of the load-bearing body, which not only meets the matching design requirements between the chassis and the body frame in the load-bearing body, but also becomes one of the main differences from the non-load-bearing body.

[0097] In this embodiment, see continue to refer to Figure 5 as well as Figure 7As 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 1c, a rear crossbeam 504 is also connected.

[0098] At this point, 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, but also the rear crossbeam 504 is positioned between the connection points of the two side connecting sections 1c and the rear subframe longitudinal beam 501. Thus, by connecting the end of the rear crossbeam 504 to the connection points between the connecting sections 1c on each side and the rear subframe longitudinal beam 501, it also helps to ensure the connection strength of the rear crossbeam 504 and facilitates a better improvement in the dynamic rigidity of the front of the rear subframe 5.

[0099] 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 installation at the rear end of the battery pack 6, combined with... Figure 8 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.

[0100] In this embodiment, as a preferred implementation, please refer to... Figure 7 At the connection points between the side connecting beams 1 and the rear subframe longitudinal beams 501, that is, at the connection points between the side connecting sections 1c and the rear subframe longitudinal beams 501, a rear subframe mounting point 5a for connecting the rear subframe 5 to the vehicle body can be provided.

[0101] In practice, the aforementioned rear subframe mounting point 5a can generally be a connecting hole, and a bushing can be embedded in the connecting hole to connect the rear subframe 5 to the vehicle body via bolts. Furthermore, it is understood that by setting the rear subframe mounting point 5a at the connection position between the connecting beam 1 and the rear subframe longitudinal beam 501, the rigidity of the mounting position of the rear subframe 5 can be increased, thereby improving the dynamic rigidity of the assembled rear subframe 5.

[0102] In this embodiment, it is still by Figure 5 and Figure 7As 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.

[0103] It should be noted that, in specific implementation, it should be combined with Figure 9 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.

[0104] 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.

[0105] The chassis side structure of this embodiment uses a side connecting beam 1 and a side step mounting frame 2 integrally formed with the connecting beam 1. The side step mounting frame 2 serves as the base for side step assembly and also as a side collision energy absorption structure, thus achieving a dual function. It saves on side step mounting frames, facilitates lightweight vehicle design, improves the overall quality of the vehicle, and has excellent practicality.

[0106] Example 2

[0107] This embodiment relates to a vehicle chassis, which is composed of... Figure 5 and combined Figure 10As shown, the vehicle chassis has chassis side structures as described in Embodiment 1 on both its left and right sides, and a battery pack mounting space Q is formed between the connecting beams 1 on both sides, with a battery pack 6 installed within the battery pack mounting space Q. The left and right sides of the battery pack 6 are also connected to the connecting beams 1 on the corresponding sides.

[0108] Referring again to the description in Embodiment 1, as a preferred embodiment, in the vehicle chassis of this embodiment, the connecting beams 1 on both sides can still be connected between the front subframe 4 and the rear subframe 5. Furthermore, a front crossbeam 404 can be installed at the rear of the front subframe 4, and a rear crossbeam 504 can be installed at the front of the rear subframe 5. Thus, the aforementioned battery pack installation space Q is specifically formed between the front crossbeam 404, the rear crossbeam 504, and the connecting beams 1 on both sides. This allows the annular frame structure formed by the front crossbeam 404, the rear crossbeam 504, and the connecting beams 1 on both sides to become a rigid, encircling structure that adapts to the shape of the battery pack 6, thereby better improving the collision safety of the battery pack 6.

[0109] In this embodiment, continue as follows Figures 11 to 13 As shown in the diagram, in a preferred embodiment, connecting brackets 601 are respectively provided on the left and right sides of the battery pack 6. Each connecting bracket 601 is connected to the lower part of the connecting beam 1 on the same side, thereby enabling the battery pack 6 to be loaded in the vehicle chassis. Furthermore, the provision of connecting brackets 601 on both sides also facilitates the connection between the battery pack 6 and the connecting beam 1.

[0110] Furthermore, in this embodiment, as a preferred implementation, an internal crossbeam 602 extending along the left-right direction of the vehicle is also provided inside the battery pack 6, and the projection of this internal crossbeam 602 onto the side connecting beams 1 in the left-right direction of the vehicle is at least partially overlapping. Thus, by providing an internal crossbeam 602 inside the battery pack 6 that overlaps with the projection of the connecting bracket 601, the supporting effect of the internal crossbeam 602 can ensure the supporting strength of the side connecting beams 1 and the sill beam 3, thereby further increasing the safety of the battery pack 6.

[0111] Specifically, as a preferred embodiment, the internal crossbeams 602 located within the battery pack 6 can be configured as multiple beams arranged at intervals. Furthermore, each internal crossbeam 602 can be configured to at least partially overlap with the projection of the connecting brackets 601 on both sides in the left-right direction of the vehicle. This means that ensuring the internal crossbeams 602 in the battery pack 6 also overlap with the projection of the connecting brackets 601 in the left-right direction of the vehicle provides better support for the internal crossbeams 602 while also guaranteeing the structural strength of the side connecting brackets 601, thereby increasing the reliability of the battery pack 6 assembly.

[0112] In this embodiment, as a preferred implementation, the battery pack 6 has side frames 603 on both the left and right sides. The connecting brackets 601 located on the left and right sides of the battery pack 6 are fixed to the corresponding side frames 603. At the same time, the internal crossbeams 602 are connected between the side frames 603 on both sides. Preferably, the side frames 603, connecting brackets 601 and internal crossbeams 602 can all be made of extruded aluminum profiles.

[0113] Therefore, it can be understood that the connecting brackets 601 on each side are connected to the side frame 603 on the same side, and the internal crossbeam 602 is located between the side frames 603 on both sides. At the same time, the side frame 603, the connecting brackets 601 and the internal crossbeam 602 are made of extruded aluminum profiles. This not only facilitates the installation of the connecting brackets 601 on the battery pack 6, but also ensures the structural strength of the side frame 603, the connecting brackets 601 and the internal crossbeam 602, which helps to ensure the overall rigidity of the battery pack 6.

[0114] It should be noted that when both the side frame 603 and the connecting bracket 601 are made of extruded aluminum profiles, preferably, the connecting bracket 601 and the side frame 603 can also be integrally formed. This facilitates the fabrication of the connecting bracket 601 and the side frame 603, while also ensuring the structural strength of the connecting bracket 601 and the side frame 603, thus guaranteeing the reliability of the battery pack 6 after assembly.

[0115] Furthermore, it should be noted that in addition to the side frames 603 on both sides, similar frame structures are also provided at the front and rear ends of the battery pack 6, and these front and rear frame structures can generally be made of extruded aluminum profiles. In specific implementation, however, it is still as follows... Figure 13 As shown, the side frame 603 can also be configured to have a triangular cross section, so as to take advantage of the high strength of the triangular structure and better increase the strength of the side frame 603.

[0116] In addition to using extruded aluminum profiles for the side frame 603, connecting bracket 601, and internal crossbeam 602, it should be noted that, depending on the design requirements, this embodiment may also use extruded aluminum profiles for a portion of the side frame 603, connecting bracket 601, and internal crossbeam 602.

[0117] In addition, in this embodiment, besides connecting the internal crossbeam 602 and the connecting bracket 601 together through the side frame 603, in specific implementation, it is also feasible to make the end of the internal crossbeam 602 pass through the side frame 603 and be directly connected to the connecting bracket 601, as long as it can ensure that the projection between the internal crossbeam 602 and the two side connecting brackets 601 at least partially overlaps.

[0118] In this embodiment, based on the connection brackets 601 on the left and right sides of the battery pack 6, in specific implementation, each side connection bracket 601 can generally be connected to the lower part of the connecting beam 1 on the same side through connectors to realize the assembly of the battery pack 6. At this time, the aforementioned connectors can be specifically connected to the threaded sleeves provided in the connecting beam 1. In specific implementation, this embodiment can also make some connectors in the connection assembly used for assembling the battery pack 6 connect the battery pack 6 and the connecting beam 1 together, while some connectors can connect the battery pack 6, the connecting beam 1, and the sill beam 3 together.

[0119] In this way, some connectors can connect the battery pack 6, connecting beam 1, and sill beam 3 together. This allows for the simultaneous installation of the battery pack 6 and the connecting beams 1 on both sides of the battery pack 6 within the vehicle body, achieving an integrated design for the battery pack 6 installation structure. This integrated design eliminates the need for separate connecting beams 1 on both sides of the battery pack 6 to connect to the vehicle body, thus reducing the overall vehicle installation cost.

[0120] In practical implementation, the aforementioned connectors may, for example, be made by Figure 14 The first connector 200 and Figure 15 The second connector 400 is formed, and correspondingly, the threaded sleeve provided in the connecting beam 1 corresponding to the first connector 200 can be called the first threaded sleeve 100, and the threaded sleeve provided in the connecting beam 1 corresponding to the second connector 400 can be called the second threaded sleeve 300. Moreover, the top of the second threaded sleeve 300 is also configured to extend out of the connecting beam 1 and is arranged correspondingly to the battery pack mounting structure provided in the sill beam 3.

[0121] Through the cooperation of the first connector 200 and the first threaded sleeve 100, the battery pack 2 and the connecting beam 1 can be connected together in this embodiment. At the same time, through the second connector 400 passing through the second threaded sleeve 300 and connecting to the battery pack mounting structure in the sill beam 3, this embodiment can connect the battery pack 2, the connecting beam 1 and the sill beam 3 together.

[0122] In this embodiment, it should be noted that, as a preferred implementation, the second connector 400 that connects the battery pack 2, the connecting beam 1, and the sill beam 3 can generally be distributed at the four front and rear corners near the battery pack 2. The first connector 200 that only connects the battery pack 2 and the connecting beam 1 can be configured as multiple connectors that are spaced apart along the front and rear direction of the vehicle.

[0123] Furthermore, in practical implementation, the aforementioned first threaded pipe 100 or second threaded sleeve 300 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. The battery pack mounting structure set in the sill beam 3 can adopt projection welded nuts or similar structures to achieve a screw connection with the second connector 400.

[0124] The vehicle chassis of this embodiment, by setting the chassis side structure of Embodiment 1 on the left and right sides and setting the battery pack 6 between the connecting beams on both sides, can not only use the connecting beams 1 on both sides to withstand the collision impact and transmit and disperse the collision force, but also use the side step mounting frame 2 on the outside of the connecting beam 1 to resist the collision impact and absorb the collision energy. This can greatly improve the collision safety of the battery pack 6 and thus improve the safety quality of the vehicle.

[0125] Furthermore, in the vehicle chassis of this embodiment, based on the provision of connecting beams 1 on both sides, and particularly by connecting the connecting beams 1 on both sides between the front and rear subframes, the front and rear subframes can be connected via the connecting beams 1 on both sides on the basis of a 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 vehicle weight reduction and improve the overall vehicle range.

[0126] By setting up connecting beams 1 on both sides, the front and rear subframes are connected, and the battery pack installation space Q is defined by the front crossbeam 404, the rear crossbeam 504, and the connecting beams 1 on both sides. The chassis structure of this embodiment can also form a ring frame structure for the battery pack by means of the connecting beams 1. In the event of a collision, the battery pack 6 can move together with the ring frame structure, which can reduce the impact of the collision on the battery pack 6, increase the collision safety of the battery pack 6, and improve the overall vehicle safety quality.

[0127] Additionally, it should be noted that the vehicle chassis structure in this embodiment, due to the fact that the front and rear ends of the chassis still consist of front and rear subframes, and 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 locations use a curved longitudinal beam structure, makes the chassis structure of this embodiment a structural innovation in the form of a subframe, significantly different from the conventional non-load-bearing frame beam structure. Specifically, in this embodiment, the front and rear subframes 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.

[0128] Of course, in the implementation where the connecting beam 1 connects to the front and rear subframes, it is precisely because of the integrated structure of the front and rear subframes connected by the connecting beam 1 that 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 6. Thus, it not only improves 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.

[0129] Example 3

[0130] This embodiment relates to a vehicle, specifically a new energy vehicle equipped with a battery pack 6, and more specifically, the vehicle is preferably a pure electric vehicle, and the vehicle chassis in embodiment two is also provided in the vehicle.

[0131] It should be noted that, based on the vehicle chassis in Embodiment 2, the vehicle in this embodiment, during final assembly, is assembled in the same manner as existing monocoque chassis, with the bottom subframe mounted on top of the body. The upper body frame is 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.

[0132] The vehicle in this embodiment uses the chassis from Embodiment 2. On one hand, the safety of the battery pack 6 is increased by utilizing the side connecting beams 1 and the side step mounting frame 2. 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, which not only facilitates vehicle weight reduction and improves the overall vehicle range, but also reduces the impact on the battery pack 6 during collisions, increasing the collision safety of the battery pack 6 and contributing to improved overall vehicle safety. Therefore, this design is highly practical.

[0133] 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, characterized in that: The vehicle chassis is provided with chassis side structures on both the left and right sides. The chassis side structures include connecting beams (1) located below the sill beams (3) in the vehicle body. The connecting beams (1) extend along the front-rear direction of the vehicle and along the left-right direction of the vehicle. A side step mounting frame (2) is provided on the side of the connecting beams (1) facing outwards from the vehicle. A battery pack mounting space (Q) is formed between the two connecting beams (1) and a battery pack (6) is provided in the battery pack mounting space (Q). The side step mounting frame (2) extends along the front-rear direction of the vehicle and has a side step mounting surface (2a) on the top of the side step mounting frame (2). The side step mounting frame (2) and the connecting beam (1) are integrally formed. The connecting beam (1) is 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 left and right sides of the battery pack (6) are respectively connected to the connecting beam (1) on the corresponding sides. The battery pack (6) is provided with connecting brackets (601) on the left and right sides respectively. Each connecting bracket (601) is connected to the lower part of the connecting beam (1) on the same side through multiple connectors. The battery pack (6) has side frames (603) on both the left and right sides. The connecting brackets (601) on the left and right sides of the battery pack (6) are fixed to the side frames (603) on the corresponding sides.

2. The vehicle chassis according to claim 1, characterized in that: The deformation capacity of the side step mounting frame (2) in the left-right direction of the whole vehicle is greater than that of the connecting beam (1) in the left-right direction of the whole vehicle.

3. The vehicle chassis according to claim 2, characterized in that: The connecting beam (1) and the side step mounting frame (2) are made of extruded aluminum profiles; The side step mounting frame (2) has an outer wall (2b) that encloses a frame cavity (G) and a frame reinforcing rib (2c) provided in the frame cavity (G). The connecting beam (1) has an outer wall (1a) that encloses a beam cavity (M) and beam stiffeners (1b) provided in the beam cavity (M).

4. The vehicle chassis according to claim 3, characterized in that: The skeleton reinforcing ribs (2c) are arranged along the vertical direction of the entire vehicle, the beam reinforcing ribs (1b) are arranged along the horizontal direction of the entire vehicle, and the bottom portion of the skeleton outer wall (2b) is corrugated in the horizontal direction of the entire vehicle; and / or, The thickness of the outer wall (2b) of the skeleton and the stiffener (2c) of the skeleton are less than the thickness of the outer wall (1a) of the beam and the stiffener (1b) of the beam.

5. The vehicle chassis according to any one of claims 1 to 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 beam (1) is 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 according to claim 5, characterized in that: The front subframe (4) has a front crossbeam (404) on its rear side. The front crossbeam (404) has an extension section (404b) extending outwards along the left-right direction of the vehicle. The front end of the connecting beam (1) is connected to the extension section (404b) and to the longitudinal beam (401) of the front subframe via the front crossbeam (404); and / or, The connecting section (1c) at the rear end of the connecting beam (1) is inclined towards the rear subframe longitudinal beam (501) along the front-rear direction of the vehicle. The connecting section (1c) is connected to the front end of the rear subframe longitudinal beam (501) on the same side through the connecting section (1c).

7. The vehicle chassis according to claim 5, characterized in that: The rear subframe (5) has a rear crossbeam (504) on its front side, and the end of the rear crossbeam (504) is connected to the position where the rear subframe longitudinal beam (501) and the connecting beam (1) are connected; and / or, The connection position between the connecting beam (1) and the rear subframe longitudinal beam (501) is provided with a rear subframe mounting point (5a) for connecting the rear subframe (5) and the vehicle body.

8. The vehicle chassis according to claim 1, characterized in that: The battery pack (6) is provided with an internal crossbeam (602) extending in the left-right direction of the vehicle, and the projection of the internal crossbeam (602) on both sides of the connecting beam (1) in the left-right direction of the vehicle at least partially overlaps; and / or, The connecting parts connect the connecting bracket (601), the connecting beam (1) and the threshold beam (3) together.

9. A vehicle, characterized in that: The vehicle is equipped with the vehicle chassis as described in claim 8.

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