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 detachably connected to the connecting beam via connectors. This invention, through the side connecting beam and the detachably mounted side step mounting frame, 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 need for a separate side step mounting frame, thereby facilitating lightweight vehicle body design and improving the overall quality of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular 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] To facilitate getting in and out of the vehicle, some high-chassis models are equipped with side steps on both sides of the vehicle. When getting in and out, occupants can step on the side steps before entering or exiting the passenger compartment. Currently, in traditional vehicle bodies, side steps are generally mounted on the sill beams on the side of the vehicle using 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, thus affecting the overall quality of the vehicle. Summary of the Invention

[0003] 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.

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

[0005] 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.

[0006] The side step mounting frame extends along the front-rear direction of the vehicle and has a side step mounting surface on its top. The side step mounting frame is detachably connected to the connecting beam via a connector.

[0007] Furthermore, the side step mounting frame is integrally formed, and / or the cross-section of the side step mounting frame along the left-right direction of the vehicle has multiple cavity structures.

[0008] Furthermore, the side step mounting frame is made of extruded aluminum profile, steel profile or steel roll-formed part, and / or the connecting part adopts a screw connection structure.

[0009] 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.

[0010] 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.

[0011] 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.

[0012] 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,

[0013] The connecting section at the rear end of the connecting beam is inclined 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.

[0014] 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,

[0015] 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.

[0016] Compared with the prior art, the present invention has the following advantages:

[0017] The chassis side structure described in this invention, through the side connecting beam and the side step mounting frame detachably mounted on the connecting beam, allows the side step mounting frame to serve as both a base for side step assembly and a side collision energy absorption structure, thus achieving a dual-purpose design. This saves on the side step mounting frame and facilitates lightweight vehicle design. Furthermore, the side step mounting frame can be detachably connected to the connecting beam via connectors, which also facilitates assembly and future maintenance and replacement, thereby improving the overall quality of the vehicle.

[0018] Furthermore, the one-piece molding of the side pedal mounting frame facilitates its fabrication and ensures its structural strength. This allows the side pedal mounting frame to have multiple cavity structures in its cross-section, further enhancing its structural strength by utilizing the high strength of these cavity structures. The side pedal mounting frame can be made from extruded aluminum profiles, steel profiles, or rolled steel parts, all of which facilitate fabrication and ensure structural strength. The connecting parts utilize a screw-in structure, facilitating the connection of the side pedal mounting frame to the connecting beam and ensuring the reliability of the connection between the side pedal mounting frame and the connecting beam.

[0019] 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.

[0020] Furthermore, the front crossbeam positioned behind the front subframe, connecting the connecting beam to the front subframe longitudinal beam, facilitates the connection between the connecting beam and the front subframe and allows for changes in the Y-axis cross-section of the front of the vehicle body. The connecting section at the rear end of the connecting beam also facilitates the connection between the connecting beam and the rear subframe longitudinal beam, and its inclination towards the rear subframe longitudinal beam allows for changes in the Y-axis cross-section of the rear of the monocoque vehicle body, thus meeting the matching design requirements between the chassis and body frame in a monocoque vehicle body.

[0021] By installing a 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 a 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.

[0022] 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;

[0023] The left and right sides of the battery pack are respectively connected to the connecting beams on the corresponding sides.

[0024] 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,

[0025] The length of the connecting beams on both sides is adjustable along the front-rear direction of the vehicle, and each of the connecting beams on both sides is provided with a fixing structure for fixing the length of the connecting beam after adjustment.

[0026] 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.

[0027] 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. The adjustable length of the connecting beams on both sides, along with a fixing structure for maintaining their length, facilitates adaptation to varying wheelbases across different vehicle models. This allows the front and rear subframes to become common components, contributing to platform-based design and reducing overall vehicle development costs.

[0028] The present invention also proposes a vehicle having a vehicle chassis as described above.

[0029] 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

[0030] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0031] Figure 1 This is a schematic diagram of the chassis side structure according to an embodiment of the present invention;

[0032] Figure 2 This is a cross-sectional schematic diagram of the chassis side structure according to an embodiment of the present invention;

[0033] 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;

[0034] Figure 4 This is a schematic diagram of the side step mounting frame of the present invention when a roll-pressed component is used;

[0035] 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;

[0036] Figure 6 for Figure 5 A schematic diagram of the middle section structure;

[0037] Figure 7 This is a schematic diagram of the front subframe structure according to an embodiment of the present invention;

[0038] Figure 8 This is a schematic diagram of the rear subframe structure according to an embodiment of the present invention;

[0039] Figure 9 This is a schematic diagram of the structure of the rear crossbeam according to an embodiment of the present invention;

[0040] Figure 10 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;

[0041] Figure 11 This is a schematic diagram of the vehicle chassis structure according to an embodiment of the present invention;

[0042] Figure 12 This is a schematic diagram of the battery pack structure according to an embodiment of the present invention;

[0043] Figure 13 This is a schematic diagram illustrating the arrangement of the internal crossbeam according to an embodiment of the present invention;

[0044] Figure 14 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;

[0045] Figure 15 This is a schematic diagram of the connecting beam length adjustment structure according to an embodiment of the present invention;

[0046] Explanation of reference numerals in the attached figures:

[0047] 1. Connecting beam; 2. Side step mounting frame; 3. Sill beam; 4. Front subframe; 5. Rear subframe; 6. Battery pack;

[0048] 1a. Connecting section; 1c. Longitudinal beam segment; 1d. Fixed structure; 2a. Side step mounting surface; 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 absorption 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 absorption box; 5a. Rear subframe mounting point; 601. Connecting bracket; 602. Internal crossbeam; 603. Side frame;

[0049] A. Length adjustment position; B. Longitudinal beam connection position; Q. Battery pack installation space; G. Cavity structure. Detailed Implementation

[0050] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0051] 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.

[0052] 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.

[0053] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0054] Example 1

[0055] 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.

[0056] 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.

[0057] 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 detachably connected to the connecting beam 1 through a connector.

[0058] At this time, with the above configuration, the side connecting beam 1 and the side step mounting frame 2 detachably mounted on the connecting beam 1 can make the side step mounting frame 2 serve as a side collision energy absorption structure while also serving as a collision energy absorption structure. This can achieve two uses in one piece, saving the side step mounting frame and thus helping to achieve the lightweight design of the vehicle.

[0059] At the same time, the side step mounting frame 2 is detachably connected to the connecting beam 1 via the connector, which facilitates the assembly of the side step mounting frame 2, is beneficial for the later maintenance and replacement of the side step mounting frame 2, and can also improve the overall quality of the vehicle.

[0060] 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.

[0061] In addition, it is still by Figures 1 to 3 As shown, the side pedal mounting frame 2 in this embodiment is preferably integrally formed. This makes the side pedal mounting frame 2 integrally formed, which facilitates its preparation and also ensures its structural strength.

[0062] In addition, as a preferred embodiment, in specific implementation, the side pedal mounting frame 2 may have multiple cavity structures G in its cross-section along the left-right direction of the vehicle. Thus, by having multiple cavity structures G in its cross-section, the high strength of the cavity structures G can be utilized to further increase the structural strength of the side pedal mounting frame 2.

[0063] When the side pedal mounting frame 2 is integrally formed, or when the side pedal mounting frame 2 is specifically formed by connecting multiple components, preferably, in this embodiment, the side pedal mounting frame 2 can be made of extruded aluminum profile, steel profile, or steel roll-formed material. In this case, the side pedal mounting frame 2 uses extruded aluminum profile or steel profile, and its cross-section can be, for example, as shown below. Figure 2 As shown in the figure, when the side step mounting frame 2 is made of steel roll-formed parts, its cross-section can be as follows: Figure 4 As shown in the image.

[0064] It is understood that by using extruded aluminum profiles, steel profiles, or steel roll-formed parts to manufacture the side pedal mounting frame 2, the preparation of the side pedal mounting frame 2 can be facilitated, and the structural strength of the side pedal mounting frame 2 can also be guaranteed. Moreover, in addition to using the aforementioned extruded aluminum profiles, steel profiles, or steel roll-formed parts, in specific implementations, the side pedal mounting frame 2 of this embodiment can also adopt other steel or aluminum plate or beam structures, and there is no limitation on this.

[0065] In this embodiment, the aforementioned connector can preferably be a screwed structure. In specific implementation, for example, a pre-embedded nut or threaded sleeve can be provided on the connecting beam 1, and a through-hole can be provided on the side step mounting frame 2, so that the bolt passes through the through-hole and is screwed into the pre-embedded nut or threaded sleeve.

[0066] By using a screw-on structure for the connectors, it is understood that this facilitates the connection of the side step mounting frame 2 to the connecting beam 1, while also ensuring the reliability of the connection between the side step mounting frame 2 and the connecting beam 1, resulting in a good connection effect.

[0067] 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.

[0068] 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 and Figure 6 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.

[0069] 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, and Figure 6 Specifically, the side structure located on the right side of the chassis is shown.

[0070] 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.

[0071] 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.

[0072] 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.

[0073] 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.

[0074] 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.

[0075] 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.

[0076] 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.

[0077] Furthermore, in this embodiment, as Figure 5 and Figure 7 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.

[0078] 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.

[0079] 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 7 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.

[0080] 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.

[0081] And continue as Figure 7 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.

[0082] 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.

[0083] 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.

[0084] 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.

[0085] 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.

[0086] In this embodiment, it is still combined with Figure 5 and Figure 8 As shown, in a preferred embodiment, a connecting section 1a is provided at the rear end of the connecting beam 1. The connecting section 1a 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 1a.

[0087] At this point, by setting an inclined connecting section 1a 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 making the connecting section 1a inclined 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.

[0088] 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 2 As shown in the diagram. Moreover, 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.

[0089] Thus, it can be understood that by utilizing the closed cross-section, the structural strength of the cavity structure can be guaranteed to ensure the structural strength of the connecting beam 1 itself. Furthermore, by integrally molding the connecting beam 1 with the front and rear subframes, the front subframe 4, connecting beam 1, and rear subframe 5, after being connected as a whole, can have better structural strength and rigidity.

[0090] 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 6 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.

[0091] 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 6 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.

[0092] In this embodiment, see continue to refer to Figure 5 as well as Figure 8 As 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.

[0093] 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 1a 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 1a 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.

[0094] 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 9 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.

[0095] In this embodiment, as a preferred implementation, please refer to... Figure 8 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 1a 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.

[0096] 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.

[0097] In this embodiment, it is still by Figure 5 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, which is 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, the rear impact force transmission performance of the rear subframe 5 can be improved. This allows the impact force to be better dispersed to the longitudinal beams 501 of the two rear subframes via the rear subframe anti-collision beam 505, so that it can be transmitted forward along the longitudinal beams 501, avoiding single-position force application and excessive deformation due to difficulty in dispersing the impact force. Furthermore, by providing the aforementioned rear subframe anti-collision beam 505, it can also serve as a pedestrian anti-intrusion beam at the rear of the vehicle, thereby improving safety during reversing.

[0098] It should be noted that, in specific implementation, it should be combined with Figure 10As 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.

[0099] 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.

[0100] The chassis side structure of this embodiment utilizes a side connecting beam 1 and a side step mounting frame 2 detachably mounted on the connecting beam 1. The side step mounting frame 2 serves as both the base for side step assembly and a side impact energy absorption structure, achieving a dual-purpose design and saving on the need for a separate side step mounting frame, thus facilitating lightweight vehicle design. Furthermore, the detachable connection of the side step mounting frame 2 to the connecting beam 1 via connectors facilitates its assembly and future maintenance and replacement, improving the overall quality of the vehicle and demonstrating excellent practicality.

[0101] Example 2

[0102] This embodiment relates to a vehicle chassis, which is composed of... Figure 5 and combined Figure 11 As 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.

[0103] 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.

[0104] In this embodiment, continue as follows Figures 12 to 14 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.

[0105] 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.

[0106] 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.

[0107] 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.

[0108] 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.

[0109] 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.

[0110] 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 14 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.

[0111] 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.

[0112] 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.

[0113] In this embodiment, based on the setting of the connecting brackets 601 on the left and right sides of the battery pack 6, in specific implementation, each side connecting bracket 601 can generally be connected to the lower part of the connecting beam 1 on the same side through the connecting component to realize the assembly of the battery pack 6.

[0114] Specifically, the aforementioned connecting components can be connected to the threaded sleeve disposed in the connecting beam 1. In a specific implementation, this embodiment can also make some of the connecting components used for assembling the battery pack 6 connect the battery pack 6 and the connecting beam 1 together, while others can connect the battery pack 6, the connecting beam 1, and the sill beam 3 together.

[0115] In this way, some connecting components 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.

[0116] In this embodiment, based on the setting of the two connecting beams 1, in addition to making the two connecting beams 1 an integral structure, as a preferred embodiment, the length of the two connecting beams 1 along the front and rear directions of the vehicle can also be adjusted, and at the same time, a fixing structure 1d is set on the two connecting beams 1 respectively, so as to fix the adjusted length of the connecting beams 1 through the fixing structure 1d.

[0117] At this point, by making the length of the connecting beams 1 on both sides adjustable and setting a fixing structure for fixing the length of the connecting beams 1, it is possible to meet the wheelbase changes between different models and make the front and rear subframes common components, which in turn helps to realize platform design and reduce the overall vehicle development cost.

[0118] In practice, the length adjustment position of the connecting beams 1 on both sides can be as follows: Figure 1 The reference numeral A indicates, and, as Figure 15 As 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.

[0119] 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.

[0120] Furthermore, it should be noted that when the length of the connecting beams 1 on both sides is adjustable, the side step mounting frame 2, which is located on the side of each connecting beam 1 facing outwards, should be detachably connected to the connecting beam 1. In practice, a side step mounting frame 2 of appropriate length can be made 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.

[0121] 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.

[0122] 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.

[0123] 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.

[0124] 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.

[0125] 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.

[0126] Example 3

[0127] 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.

[0128] 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.

[0129] 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.

[0130] 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 left and right sides of the battery pack (6) are respectively connected to the connecting beam (1) on the corresponding side. The side step mounting frame (2) extends along the front and rear direction of the whole 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) is detachably connected to the connecting beam (1) through a connector. The connecting beam (1) connects 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) has front subframe longitudinal beams (401) distributed on the left and right sides, and the rear subframe (5) has rear subframe longitudinal beams (501) distributed on the left and right sides; the rear side of the front subframe (4) is provided with a front crossbeam (404) and / or the rear end of the connecting beam (1) is provided with a connecting section (1a). 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 is connected to the front subframe longitudinal beam (401) through the front crossbeam (404). Along the front-rear direction of the vehicle, the connecting section (1a) is inclined towards 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 (1a). 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 bottom of the connecting beam (1) on the same side. 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 side step mounting frame (2) is integrally formed, and / or the side step mounting frame (2) has multiple cavity structures (G) in the cross section along the left and right direction of the whole vehicle.

3. The vehicle chassis according to claim 1, characterized in that: The side step mounting frame (2) is made of extruded aluminum profile, steel profile or steel roll forming, and / or the connecting parts are made of screw connection.

4. The vehicle chassis according to claim 1, characterized in that: 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.

5. The vehicle chassis according to claim 4, 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.

6. The vehicle chassis according to claim 1, characterized in that: The battery pack (6) is provided with an internal crossbeam extending in the left-right direction of the vehicle, and the projection of the internal crossbeam and the connecting beams (1) on both sides in the left-right direction of the vehicle at least partially overlaps; and / or, The length of the connecting beams (1) on both sides is adjustable along the front and rear direction of the vehicle, and the connecting beams (1) on both sides are respectively provided with a fixing structure, which is used to fix the length of the connecting beams (1) after adjustment.

7. A vehicle, characterized in that: The vehicle is equipped with the vehicle chassis as described in claim 1.

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