Chassis structure and vehicle

Abstract

The invention provides a chassis structure and a vehicle. The chassis structure comprises a front auxiliary frame, a rear auxiliary frame and a connecting beam connected between the front auxiliary frame and the rear auxiliary frame. Front auxiliary frame longitudinal beams on the left side and the right side of the front auxiliary frame are each provided with an upper longitudinal beam and a lower longitudinal beam which are arranged up and down, and front shock absorption towers are arranged on the upper longitudinal beams on the two sides respectively. The rear auxiliary frame is provided with rear auxiliary frame longitudinal beams arranged on the left side and the right side respectively, connecting longitudinal beams are arranged on the sides, facing the outside of the vehicle, of the rear auxiliary frame longitudinal beams on the two sides respectively, and rear shock absorption towers are arranged on the connecting longitudinal beams on the sides respectively. The two connecting beams are arranged on the left side and the right side respectively, and the front auxiliary frame, the rear auxiliary frame and the connecting beams on the two sides jointly define a battery pack installation space. Through the integrated arrangement of the double-channel force transmission structures on the front auxiliary frame and the rear auxiliary frame, the shock absorption tower and the connecting beams on the two sides, the collision safety of the battery pack and the whole vehicle can be improved, and meanwhile the lightweight design and the modeling design of the vehicle body are facilitated.

Description

Technical Field

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

[0002] With the development of technology and the improvement of people's consumption level, new energy vehicle models are gaining favor among more and more consumers. For new energy vehicle models, such as pure electric vehicles, the battery pack is generally arranged under the passenger compartment. In order to provide sufficient battery life, not only the weight of the vehicle body is required to be reduced as much as possible, but also a larger layout space is required in the vehicle body so that a larger battery pack can be used.

[0003] At this time, when the battery pack specifications are large, the battery pack will be smaller in the Y direction (left and right direction of the vehicle) from the outside of the vehicle body. When the vehicle collides sideways, the battery pack will be easily damaged due to force. In severe cases, the battery pack may even catch fire, threatening the personal safety of the driver and passengers, which is not conducive to improving the safety quality of the entire vehicle.

[0004] In addition, existing non-load-bearing vehicle bodies generally use an integral frame beam structure, which is heavy. When used in pure electric vehicles, it is not conducive to lightweighting the body and will affect the vehicle's endurance. At the same time, since the Y-direction (the left and right direction of the vehicle) spacing between the left and right beams in the non-load-bearing frame is small, it will affect the layout space of the battery pack, making it inconvenient to use a larger battery pack, which is not conducive to improving the vehicle's endurance.

[0005] In addition, as an important structure in the vehicle chassis suspension, the subframe is not only the intermediate buffer body connecting the suspension and the body, but also the installation platform for components such as the drive assembly, swing arm, stabilizer bar and steering gear. Moreover, as people's requirements for vehicle collision safety are getting higher and higher, the subframe, as one of the main structures that can participate in vehicle head-on collision, its ability to cope with collision is particularly important. However, the existing subframe still has shortcomings such as a single collision force transmission form and poor collision force transmission effect, which is not conducive to improving the collision safety of the whole vehicle.

[0006] Moreover, in the existing load-bearing body, the front and rear shock absorber towers in the body are generally arranged on the front cabin longitudinal beam and the rear wheel cover respectively, the top of the front shock absorber tower is usually connected to the front cabin side beam, the rear wheel cover is usually supported by the rear floor longitudinal beam, and a reinforcement structure is often added between the rear shock absorber tower and the rear floor longitudinal beam. The existing shock absorber tower arrangement method requires the installation of beams such as the front cabin longitudinal beam and the rear floor longitudinal beam, as well as other corresponding accessories, which not only greatly increases the weight of the body, but is not conducive to the lightweight design of the body. At the same time, the existence of the front cabin longitudinal beam and the rear floor longitudinal beam will also limit the shape of the front and rear parts of the body, which is not conducive to the shape design of the body. Summary of the invention

[0007] In view of this, the present invention aims to propose a chassis structure to help improve the collision safety of the battery pack and the entire vehicle, and to facilitate the lightweight design and styling design of the vehicle body.

[0008] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0009] A chassis structure comprises a front subframe located at the front of a vehicle, a rear subframe located at the rear of the vehicle, and a connecting beam connected between the front subframe and the rear subframe;

[0010] The front subframe is arranged below the front cabin at the front of the vehicle, and the front subframe longitudinal beams on the left and right sides of the front subframe each have an upper longitudinal beam and a lower longitudinal beam arranged up and down, and front shock towers are respectively arranged on the upper longitudinal beams on both sides;

[0011] The rear subframe is arranged below the rear floor of the rear part of the vehicle, and the rear subframe has rear subframe longitudinal beams arranged on the left and right sides, and connecting longitudinal beams are respectively arranged on the sides of the rear subframe longitudinal beams facing the outside of the vehicle along the left and right directions of the vehicle, and rear shock towers are respectively arranged on the connecting longitudinal beams on each side;

[0012] The connecting beams are two connected on the left and right sides, and the front subframe, the rear subframe, and the connecting beams on both sides jointly define a battery pack installation space.

[0013] Furthermore, in the left-right direction of the whole vehicle, the connecting beam on each side is located on the side of the front sub-frame longitudinal beam and the rear sub-frame longitudinal beam on the same side close to the outside of the vehicle.

[0014] Furthermore, a rear crossbeam is provided at the rear of the front subframe;

[0015] The front ends of the connecting beams on both sides are respectively connected to the left and right ends of the rear cross beam, and are connected to the longitudinal beams of the front subframes through the rear cross beam;

[0016] The rear ends of the connecting beams on both sides are respectively connected to the front ends of the rear sub-frame longitudinal beams on both sides.

[0017] Further, a front cross beam is connected between the positions where the rear subframe longitudinal beams and the connecting beams on both sides are connected, and the battery pack installation space is formed between the front cross beam, the rear cross beam and the connecting beams on both sides; and / or,

[0018] The connecting longitudinal beams on both sides are connected between the front and rear ends of the rear sub-frame longitudinal beam on the same side, and the front ends of the connecting longitudinal beams on each side meet at the position where the rear sub-frame longitudinal beam on the same side is connected to the connecting beam.

[0019] Furthermore, the front ends of the upper longitudinal beam and the lower longitudinal beam on each side are connected to the front cross beam of the front subframe, and the front sections of the upper longitudinal beam and the lower longitudinal beam on each side have a collapsed section;

[0020] The crushing section can be bent and deformed when the front subframe longitudinal beam is subjected to a positive impact force not less than a preset threshold value, and guides the front section of the upper longitudinal beam and the front section of the lower longitudinal beam to collapse.

[0021] Further, the front ends of the upper longitudinal beam and the lower longitudinal beam on each side are intersected together, and the front sections of the upper longitudinal beam and the lower longitudinal beam on each side, and the front subframe energy absorption box located on the front side of the front cross beam of the front subframe together form a herringbone structure; and / or,

[0022] The crushed sections in the front sections of the upper longitudinal beam and the lower longitudinal beam on each side include a crushed section front portion and a crushed section rear portion connected along the front-rear direction of the vehicle, and the yield strength of the crushed section front portion is greater than the yield strength of the crushed section rear portion.

[0023] Furthermore, the middle parts of the upper longitudinal beams on both sides are arched upward along the vertical direction of the vehicle, and the front shock towers on each side are connected to the top of the arched position of the upper longitudinal beam on the same side; and / or,

[0024] A support beam is connected between the lower longitudinal beam and the upper longitudinal beam on each side, and a connection point between the support beam and the upper longitudinal beam on each side is located below the front shock tower on the same side.

[0025] Furthermore, a rear subframe anti-collision beam is provided at the rear end of the rear subframe, and rear ends of the rear subframe longitudinal beams on both sides are connected to rear subframe energy absorption boxes, and the rear subframe anti-collision beam is connected to the rear subframe energy absorption boxes on both sides.

[0026] Further, the rear sub-frame longitudinal beams and the rear sections of the connecting longitudinal beams on each side, and the rear sub-frame energy absorption box on the same side together form a herringbone structure; and / or,

[0027] Viewed from the upper and lower directions of the entire vehicle, the rear subframe energy absorption box on each side and the connecting longitudinal beam on the same side are arranged in a straight line.

[0028] Furthermore, the middle parts of the connecting longitudinal beams on both sides are arched upward along the vertical direction of the whole vehicle, and the tops of the arched parts of the connecting longitudinal beams on both sides are straight sections arranged along the front-rear direction of the whole vehicle;

[0029] The rear shock-absorbing tower on each side is connected to the top of the straight section on the same side, and the bottom of the straight section on each side is connected to a shock-absorbing spring mounting seat.

[0030] Furthermore, the lengths of the connecting beams on both sides along the front-rear direction of the vehicle are adjustable, and fixing structures are respectively provided on the connecting beams on both sides, and the fixing structures are used to fix the adjusted lengths of the connecting beams; and / or,

[0031] In the left-right direction of the vehicle, a side step mounting plate is connected to the side of the connecting beam on each side facing outward from the vehicle. The side step mounting plate extends along the front-rear direction of the vehicle, and a side step mounting surface is provided on the top of the side step mounting plate.

[0032] Compared with the prior art, the present invention has the following advantages:

[0033] The chassis structure of the present invention, on the one hand, can have the characteristics of a load-bearing body structure by adopting a front subframe and a rear subframe located at the front and rear parts of the vehicle, and can take advantage of the smaller weight of the load-bearing body to achieve lightweight body and improve the endurance of the whole vehicle. At the same time, by setting the connecting beams on both sides, the front and rear subframes are connected into one, and the front subframe, the rear subframe and the connecting beams on both sides jointly define the battery pack installation space, and the battery pack annular frame structure can also be formed by the connection setting of the connecting beams. In the event of a collision, the battery pack can move with the annular frame structure, which can reduce the collision impact on the battery pack and increase the collision safety of the battery pack.

[0034] On the other hand, the front subframe longitudinal beam is composed of an upper longitudinal beam and a lower longitudinal beam arranged up and down, and front shock towers are arranged on the upper longitudinal beams on both sides, and connecting longitudinal beams are arranged on the side of the rear subframe longitudinal beams on each side facing the outside of the vehicle, and rear shock towers are arranged on the connecting longitudinal beams on both sides. Not only can the upper and lower longitudinal beams, as well as the double force transmission channels formed by the rear subframe longitudinal beams and the connecting longitudinal beams on each side be utilized to increase the collision force transmission capacity of the front and rear subframes and improve the collision safety of the entire vehicle, but the front shock tower can also be integrated on the front subframe and the rear shock tower can be integrated on the rear subframe to simplify or even eliminate structures such as the front cabin longitudinal beam, the front cabin side beam and the rear floor longitudinal beam, which can help simplify the body structure, reduce the body weight, and contribute to the lightweight design and styling design of the body.

[0035] Another object of the present invention is to provide a vehicle, wherein the vehicle is provided with the chassis structure as described above, and a battery pack is arranged in the battery pack installation space.

[0036] Furthermore, the connecting beams on both sides are respectively arranged below the door sill beam on the same side of the vehicle body, and connecting pieces are respectively provided on the left and right sides of the battery pack;

[0037] At least a portion of the connecting members on each side connects the battery pack, the connecting beam and the door sill beam together.

[0038] The vehicle described in the present invention is provided with the above-mentioned chassis structure, which can reduce the collision impact on the battery pack to increase the collision safety of the battery pack. It is also beneficial to simplify the body structure, reduce the body weight, and contribute to the lightweight design and styling design of the body, and has good practicality. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings:

[0040] Figure 1 A schematic diagram of a chassis structure according to an embodiment of the present invention;

[0041] Figure 2 It is a structural schematic diagram of the front subframe according to an embodiment of the present invention;

[0042] Figure 3 A schematic diagram of a herringbone structure in a front subframe according to an embodiment of the present invention;

[0043] Figure 4 It is a schematic diagram of the structure of the collapse section according to an embodiment of the present invention;

[0044] Figure 5 It is a structural schematic diagram of the front shock tower according to an embodiment of the present invention;

[0045] Figure 6 It is a structural schematic diagram of the rear subframe according to an embodiment of the present invention;

[0046] Figure 7 for Figure 6 a top view of the structure shown;

[0047] Figure 8 It is a structural schematic diagram of a rear shock tower according to an embodiment of the present invention;

[0048] Fig. 9 It is a structural schematic diagram of the front crossbeam according to an embodiment of the present invention;

[0049] Fig.10 A schematic diagram of a connecting beam length adjustment structure according to an embodiment of the present invention;

[0050] Fig.11 This is a schematic diagram of the structure when the side step mounting plate and the connecting beam according to an embodiment of the present invention are made of extruded aluminum;

[0051] Fig.12 It is a structural schematic diagram of a side step mounting plate and a connecting beam according to an embodiment of the present invention when a steel roll-pressed structure is adopted;

[0052] Fig.13A schematic diagram of a chassis structure according to an embodiment of the present invention provided with a battery pack;

[0053] Fig.14 A schematic diagram of the cooperation between the chassis structure and the vehicle body according to an embodiment of the present invention;

[0054] Fig.15 A connection schematic diagram of a first connecting member according to an embodiment of the present invention;

[0055] Fig.16 A connection schematic diagram of a second connecting member according to an embodiment of the present invention;

[0056] Description of reference numerals:

[0057] 1. Front subframe; 2. Rear subframe; 3. Connecting beam; 4. Side step mounting plate; 5. Battery pack; 6. Vehicle body; 7. Door sill beam;

[0058] 101, front subframe longitudinal beam; 102, front subframe front crossbeam; 103, front subframe middle crossbeam; 104, rear crossbeam; 105, front subframe anti-collision beam; 106, front subframe energy absorption box; 107, front shock tower; 108, support beam; 201, rear subframe longitudinal beam; 202, summary connecting longitudinal beam; 203, rear subframe front crossbeam; 204, rear subframe rear crossbeam; 205, rear subframe Anti-collision beam; 206, rear subframe energy absorption box; 207, rear shock tower; 208, front cross beam; 209, rear shock spring mounting seat; 2a, front mounting point of rear subframe; 2b, rear mounting point of rear subframe; 3a, connecting section; 3b, transverse reinforcement rib; 3c, longitudinal beam segment; 3d, fixed structure; 4a, side step mounting surface; 4b, collapse guide rib; 4c, vertical reinforcement rib; 501, connecting bracket;

[0059] 101a, crushed section; 101b, front part of crushed section; 101c, rear part of crushed section; 1011, upper longitudinal beam; 1012, lower longitudinal beam; 104a, cross beam body; 104b, overhanging section; 107a, boss; 107b, reinforcing flange; 207a, protrusion; 2081, straight section; 2082, bending section;

[0060] 100, threaded pipe; 200, first connecting piece; 300, threaded sleeve; 400, second connecting piece;

[0061] A. Connecting beam length adjustment position; Q. Battery pack installation space. DETAILED DESCRIPTION

[0062] 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.

[0063] In the description of the present invention, it should be noted that if there are terms indicating orientation or positional relationship such as "upper", "lower", "inner", "outer", etc., they are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, if there are terms such as "first", "second", etc., they are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0064] In addition, in the description of the present invention, unless otherwise clearly defined, the terms "installed", "connected", "connection" and "connector" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood in combination with specific circumstances.

[0065] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0066] Embodiment 1

[0067] The present embodiment relates to a chassis structure, which is applied to a new energy vehicle model with a battery pack, preferably a pure electric vehicle model, and the chassis structure is conducive to achieving lightweight vehicle body, helping to improve the collision safety of the battery pack, and contributing to the lightweight design and styling design of the vehicle body.

[0068] In the related prior art, the traditional body structure mainly includes a load-bearing body and a non-load-bearing body, and the difference between the two lies in the structure, weight and ride comfort.

[0069] The non-load-bearing body is generally composed of two parts: the frame beam and the body. The frame is responsible for installing the engine, gearbox, suspension and other components, and the body is only responsible for providing a closed environment required for driving and riding, and does not play a role in bearing capacity. At the same time, the non-load-bearing body is heavy, has a high center of gravity, relatively poor handling, and is less comfortable when driving on paved roads. However, because the frame beam can provide good rigidity, the chassis is strong, has good anti-bumping performance, has good stability and safety, and is also easy to modify.

[0070] The monocoque has no rigid frame, and all the parts in the vehicle are directly mounted on the body. The body as a whole is a load-bearing structure that bears various load forces. At the same time, the monocoque is light, has a low center of gravity, good handling, and is easy to assemble. It can also provide better comfort when driving on paved roads. However, the monocoque has weak torsional rigidity and load-bearing capacity, and because there is no rigid frame, usually only the front, side, rear, and floor parts are strengthened, and the overall safety is relatively poor.

[0071] Based on the above introduction, for new energy vehicles, especially pure electric vehicles, in order to fully utilize the advantages of the load-bearing body and improve the shortcomings of the load-bearing body, this embodiment creatively proposes a chassis structure developed based on the load-bearing body, and at this time, in terms of the overall structure, combined with Figure 1 As shown in FIG. 1 , the chassis structure of the present embodiment includes a front subframe 1 located at the front of the vehicle, a rear subframe 2 located at the rear of the vehicle, and a connecting beam 3 connected between the front subframe 1 and the rear subframe 2 .

[0072] The front subframe 1 is arranged below the front cabin at the front of the vehicle, and the front subframe longitudinal beams 101 on the left and right sides of the front subframe 1 have upper longitudinal beams 1011 and lower longitudinal beams 1012 arranged vertically, and front shock towers 107 are respectively provided on the upper longitudinal beams 1011 on both sides.

[0073] The rear subframe 2 is arranged under the rear floor at the rear of the vehicle, and the rear subframe 2 has rear subframe longitudinal beams 201 arranged on the left and right sides. At the same time, along the left and right directions of the whole vehicle, connecting longitudinal beams 202 are respectively arranged on the sides of the rear subframe longitudinal beams 201 facing the outside of the vehicle, and rear shock towers 207 are respectively arranged on the connecting longitudinal beams 202 on each side.

[0074] There are two connecting beams 3 disposed on the left and right sides, and the front sub-frame 1, the rear sub-frame 2, and the connecting beams 3 on both sides also jointly define a battery pack installation space Q for installing the battery pack 5.

[0075] At this time, as set above, by adopting a load-bearing body structure with front and rear subframes, this embodiment can take advantage of the characteristics of the load-bearing body with a small weight to achieve lightweight body, thereby improving the endurance of the whole vehicle. At the same time, by setting the connecting beams 3 on both sides, the front and rear subframes are connected into one, and the front subframe 1, the rear subframe 2 and the connecting beams 3 on both sides jointly define the battery pack installation space Q. With the connection setting of the connecting beams 3, this embodiment can also form a battery pack annular frame structure, so that the battery pack can move with the annular frame structure when the vehicle collides, thereby reducing the collision impact on the battery pack 5, so as to achieve the effect of increasing the collision safety of the battery pack 5.

[0076] Moreover, the front subframe longitudinal beam 101 is composed of an upper longitudinal beam 1011 and a lower longitudinal beam 1012 arranged up and down, and front shock towers 107 are arranged on the upper longitudinal beams 1011 on both sides, and by arranging a connecting longitudinal beam 202 on the side of each rear subframe longitudinal beam 201 facing the outside of the vehicle, and arranging a rear shock tower 207 on the connecting longitudinal beams 202 on both sides, not only can the upper and lower longitudinal beams, as well as the double force transmission channels composed of the rear subframe longitudinal beams 201 and the connecting longitudinal beams 202 on each side be utilized to increase the collision force transmission capacity of the front and rear subframes and improve the collision safety of the entire vehicle, but also the front shock tower 107 can be integrated on the front subframe 1, and the rear shock tower 207 can be integrated on the rear subframe 2, simplifying or even eliminating the front cabin longitudinal beam, the front cabin side beam and the rear floor longitudinal beam in the vehicle body, thereby simplifying the vehicle body structure and reducing the vehicle body weight, so as to achieve the effect of facilitating the lightweight design and styling design of the vehicle body.

[0077] Specifically, in this embodiment, for the front subframe 1, continue to combine Figures 2 to 5 As shown in , the front ends of the upper longitudinal beams 1011 and the lower longitudinal beams 1012 on each side are connected to the front cross beam 102 of the front subframe, and the rear ends of the upper longitudinal beams 1011 and the lower longitudinal beams 1012 on each side are connected to the rear cross beam 104 located at the rear of the front subframe 1.

[0078] In addition, similar to the front subframe 1 currently provided in the vehicle, in addition to the front subframe front crossbeam 102, the present embodiment also provides a front subframe middle crossbeam 103 between the front subframe longitudinal beams 101 on both sides. The front subframe middle crossbeam 103 is located between the middle parts of the front subframe longitudinal beams 101 on both sides, and is specifically connected between the lower longitudinal beams 1012 on both sides.

[0079] In addition to the front sub-frame middle cross beam 103, the present embodiment also has a front sub-frame anti-collision beam 105 at the front end of the front sub-frame 1, and the front sub-frame anti-collision beam 105 is also specifically connected to the front side of the front sub-frame front cross beam 102 through front sub-frame energy absorption boxes 106 disposed on the left and right sides.

[0080] It should be noted that, as a preferred implementation form, in this embodiment, the above-mentioned rear cross beam 104 can be, for example, a part of the front sub-frame 1, and specifically a front sub-frame rear cross beam located at the rear end of the front sub-frame 1. However, in addition to being a front sub-frame rear cross beam, of course, the rear cross beam 104 of this embodiment can also be a beam structure that is arranged at the rear of the front sub-frame 1 and is arranged independently of the front sub-frame 1, and in this case, the rear cross beam 104 can, for example, be connected between the connecting beams 3 on both sides to meet its arrangement requirements.

[0081] It should be noted that, in specific implementation, when the rear cross beam 104 is independently provided from the front sub-frame 1, the connection between the rear cross beam 104 and the front sub-frame 1 is generally connected to the rear ends of the front sub-frame longitudinal beams 101 on both sides. Moreover, when the rear cross beam 104 is independently provided from the front sub-frame 1, the front sub-frame rear cross beam in the front sub-frame 1 can be selectively provided as required.

[0082] In this embodiment, the rear cross beam 104 is taken as the rear cross beam of the front subframe 1. Specifically, as a preferred implementation form, the rear cross beam 104 also has a cross beam body 104a located in the middle, and an extension section 104b connected to the left and right ends of the cross beam body 104a. The extension sections 104b on each side extend toward the outside of the vehicle along the left and right directions of the vehicle, and the rear end of the lower longitudinal beam 1012 on each side is connected to the cross beam body 104a, and the rear end of the upper longitudinal beam 1011 on each side is connected to the extension section 104b on the same side.

[0083] Thus, the rear cross beam 104 is composed of the cross beam body 104a and the extending sections 104b on the left and right sides, and the rear end of the lower longitudinal beam 1012 is connected to the cross beam body 104a, and the rear end of the upper longitudinal beam 1011 is connected to the extending section 104b, which can facilitate the connection between the upper and lower longitudinal beams and the rear cross beam 104 and help to transmit the collision force at the upper and lower longitudinal beams to the rear rear cross beam 104.

[0084] Continue to combine Figure 3 As shown in , as a preferred implementation form, based on the fact that the front ends of the upper and lower longitudinal beams on each side are connected to the front cross beam 102 of the front sub-frame, this embodiment also makes the front ends of the upper longitudinal beams 1011 and the lower longitudinal beams 1012 on each side intersect together, and the front sections of the upper longitudinal beams 1011 and the lower longitudinal beams 1012 on each side, and the front sub-frame energy absorption box 106 located on the front side of the front cross beam 102 of the front sub-frame together form a herringbone structure.

[0085] At this time, by making the front ends of the upper and lower longitudinal beams on each side intersect and connect to the front cross beam 102 of the front subframe, and making the front sections of the upper and lower longitudinal beams on each side and the front subframe energy absorption box 106 form a herringbone structure, it is beneficial to transmit the collision force to the upper and lower longitudinal beams, and can further increase the transmission capacity of the front subframe longitudinal beam 101 to the collision force.

[0086] In this embodiment, as a preferred implementation form, the front sections of the upper longitudinal beam 1011 and the lower longitudinal beam 1012 on each side have a crush section 101a, and the crush section 101a can be bent and deformed when the front subframe longitudinal beam 101 is subjected to a head-on collision force not less than a preset threshold, thereby guiding the front sections of the upper longitudinal beam 1011 and the lower longitudinal beam 1012 to crush.

[0087] It can be understood that by arranging the crush sections 101a on the upper and lower longitudinal beams respectively, the crush energy absorption of the crush sections 101a can be utilized to increase the absorption effect of the collision impact force, thereby achieving the effect of increasing the collision force transmission capacity of the front subframe 1 and improving the collision energy absorption capacity of the front subframe 1.

[0088] As a feasible implementation form, continue to combine Figure 4 As shown in , in a specific implementation, the crushed segment 101a in the front section of the upper longitudinal beam 1011 and the front section of the lower longitudinal beam 1012 on each side may, for example, include a crushed segment front portion 101b and a crushed segment rear portion 101c connected along the front-to-rear direction of the vehicle, and the yield strength of the crushed segment front portion 101b is greater than the yield strength of the crushed segment rear portion 101c.

[0089] In this way, by making the crush segment 101a on each side include two connected front and rear parts, and making the yield strength of the front part 101b of the crush segment greater than that of the rear part 101c of the crush segment, it is possible that when the vehicles collide head-on, the rear part 101c of the crush segment in the upper and lower longitudinal beams can be crushed and deformed, and due to the collapse of the rear part 101c of the crush segment, the front part 101b of the crush segment in the upper and lower longitudinal beams moves into the space between the upper and lower longitudinal beams due to the collapse of the rear part 101c of the crush segment, and finally the crush segment 101a in the upper and lower longitudinal beams can bend, thereby ensuring the crush energy absorption effect of the crush segment 101a on the upper and lower longitudinal beams during collision.

[0090] Among them, in order to make the yield strength of the front part 101b of the crush section greater than that of the rear part 101c of the crush section, in the specific implementation, for example, the material, thickness, etc. of the front part 101b and the rear part 101c of the crush section can be designed so that there is a difference in the material, thickness, etc. of the two, or a structural reinforcement structure can be added to the front part 101b of the crush section, or a crush structure can be added to the rear part 101c of the crush section, so as to meet the yield strength design requirements of the front and rear parts of the crush section.

[0091] Still see Figure 4 As shown in , based on the yield strength of the above-mentioned crushing section front part 101b being greater than the yield strength of the crushing section rear part 101c, in specific implementation, as a feasible implementation form, this embodiment can, for example, make the crushing section front part 101b and the crushing section rear part 101c both tubular, and also insert the front end of the crushing section rear part 101c into the rear end of the crushing section front part 101b. In this way, by designing the crushing section front part 101b and the crushing section rear part 101c to be tubular, and inserting the crushing section rear part 101c into the crushing section front part 101b, the structure of the crushing section 101a can be made simpler, which is convenient for realizing the molding preparation of the crushing section 101a, and at the same time, the crushing energy absorption effect of the crushing section 101a can be ensured.

[0092] Of course, in addition to designing the front and rear parts of the crush segment as a plug-connected tubular structure, this embodiment can also adopt other settings to achieve the connection between the front part 101b of the crush segment and the rear part 101c of the crush segment, and make the crush segment 101a bend and deform when the vehicle is in a head-on collision. For example, a first mounting portion can be set at the rear end of the front part 101b of the crush segment, and correspondingly, a second mounting portion can be set at the front end of the rear part 101c of the crush segment, and the first mounting portion and the second mounting portion are butt-jointed together, and the first mounting portion and the second mounting portion can generally adopt plates that can be butt-jointed together, and can be fixedly connected by welding or screwing.

[0093] In this embodiment, as a preferred implementation form, the middle parts of the upper longitudinal beams 1011 on both sides are arched upward along the vertical direction of the whole vehicle, and the front shock absorber towers 107 on each side are also specifically arranged at the top of the arched position of the upper longitudinal beam 1011 on the same side. In addition, front shock absorber mounting structures are also respectively arranged on the front shock absorber towers 107 on each side for mounting the front shock absorbers.

[0094] At this point, it can be understood that by making the middle part of the upper longitudinal beam 1011 arch upward and setting the front shock tower 107 in the arched position, it not only helps to enhance the crushing energy absorption effect of the upper longitudinal beam 1011 when the vehicle collides, especially in a head-on collision, but also helps to meet the height requirement of the front shock tower 107 in the whole vehicle.

[0095] On the basis of integrating the front shock tower 107 on the upper longitudinal beam 1011, in the specific embodiment, as a preferred implementation form, Figure 3 As shown, in this embodiment, the portion where the upper longitudinal beam 1011 and the front shock tower 107 are connected can be a straight structure arranged along the front-rear direction of the vehicle. In this way, the portion where the upper longitudinal beam 1011 and the front shock tower 107 are connected can be set as a straight structure, which can facilitate the integrated arrangement of the front shock tower 107 and also help improve the collision force transmission capability of the upper longitudinal beam 101.

[0096] Continue as Figure 5 As shown in , in a specific implementation, the front shock absorber mounting structure located on the front shock absorber tower 107 may be, for example, a front shock absorber mounting hole disposed at the top of the front shock absorber tower 107, and a through hole for accommodating the top of the front shock absorber. At the same time, in order to increase the rigidity of the front shock absorber mounting position, preferably, in this embodiment, a convex boss 107a may be formed at the top of the front shock absorber tower 107, and the mounting hole for the front shock absorber and the through hole for accommodating the top of the front shock absorber are both located on the boss 107a.

[0097] In addition to providing the above-mentioned boss 107a, as a preferred implementation form, this embodiment can also be as follows Figure 1 and Figure 4As shown in the figure, reinforcing flanges 107b are provided on both the front and rear sides of the front shock absorber tower 107, and the bottoms of the reinforcing flanges 107b on the front and rear sides are connected to the upper longitudinal beam 1011, and the tops of the reinforcing flanges 107b on the front and rear sides are connected to the top of the front shock absorber tower 107.

[0098] Through the reinforced flanges 107b set on the front and rear sides of the front shock absorber tower 107, it can be understood that it can increase the overall structural strength of the front shock absorber tower 107, improve the reliability of the front shock absorber installation, and also increase the stability of the connection between the front shock absorber tower 107 and the upper longitudinal beam 1011.

[0099] In this embodiment, continue to refer to Figure 2 and Figure 3 As shown, as a preferred implementation form, a support beam 108 can also be set between each side lower longitudinal beam 1012 and the upper longitudinal beam 1011, and the bottom end of each side support beam 108 is connected to the lower longitudinal beam 1012, and the connection point between each side support beam 108 and the upper longitudinal beam 1011 is specifically located below the front shock tower 107 on the same side.

[0100] At this time, by arranging the support beam 108 below the front shock tower 107 between the upper and lower longitudinal beams on each side, the upper longitudinal beam 1011 and the front shock tower 107 can be supported to improve the dynamic stiffness of the front shock tower 107. In specific implementation, the top of the support beam 108 and the upper longitudinal beam 1011 can generally be connected through a screw connection structure, and at the same time, the connection portion of the support beam 108 and the lower longitudinal beam 1012 can be set corresponding to the cross beam 103 in the front subframe to increase the support capacity of the support beam 108.

[0101] In this embodiment, continue as Figures 6 to 9 As shown, the rear subframe 2 is similar to the rear subframe 2 in the existing vehicle. The rear subframe 2 in this embodiment also has a rear subframe cross beam connected between the rear subframe longitudinal beams 201 on both sides, and the rear subframe cross beam includes a rear subframe front cross beam 203 arranged near the front end of the rear subframe longitudinal beam 201, and a rear subframe rear cross beam 204 arranged near the rear end of the rear subframe longitudinal beam 201.

[0102] At the same time, as a preferred implementation form, in this embodiment, the connecting longitudinal beams 202 on both sides extend along the front-rear direction of the whole vehicle, and the connecting longitudinal beams 202 on each side are connected between the front and rear ends of the rear sub-frame longitudinal beam 201 on the same side. In this way, the connecting longitudinal beam 202 is connected between the front and rear ends of the rear sub-frame longitudinal beam 201, so that the connecting longitudinal beam 202 can better participate in the collision force transmission, and can further improve the collision force transmission effect of the rear sub-frame 2.

[0103] As one of the differences from the existing rear subframe structure, in this embodiment, as a preferred implementation form, a front cross beam 208 is also arranged between the front ends of the rear subframe longitudinal beams 201 on both sides, and based on the arrangement of the front cross beam 208, the front cross beam 208, the rear subframe cross beam, and the rear subframe longitudinal beams 201 on each side and the connecting longitudinal beams 202 are connected to form a plurality of ring structures.

[0104] At this point, it can be understood that, by disposing the front cross beam 208, the structural strength and rigidity of the front portion of the rear sub-frame 2 can be increased, and at the same time, the front cross beam 208, the rear sub-frame cross beam, and the rear sub-frame longitudinal beams 201 and the connecting longitudinal beams 202 on each side are connected to form a plurality of annular structures, which can utilize the high strength of the annular structure to ensure the overall structural strength and rigidity of the rear sub-frame 2, and is beneficial to the improvement of the torsional rigidity of the rear portion of the entire vehicle.

[0105] In this embodiment, continue as Figure 7 As shown in the figure, the front ends of the rear sub-frame longitudinal beams 201 on both sides are provided with rear sub-frame front mounting points 2a for connecting with the vehicle body, and the front cross beam is arranged between the rear sub-frame front mounting points 2a on both sides, and the front ends of the connecting longitudinal beams 202 on each side also meet at the position of the rear sub-frame front mounting point 2a on the same side.

[0106] At this time, the above-mentioned front mounting point 2a of the rear sub-frame on each side can be, for example, a connection hole set at the front end of the rear sub-frame longitudinal beam 201, and a shaft sleeve is embedded in the connection hole to connect the rear sub-frame 2 and the vehicle body. In addition, it can be understood that by setting the front cross beam 208 between the front mounting points 2a of the rear sub-frame on both sides and making the front ends of the connecting longitudinal beams 202 on each side meet at the position of the front mounting point 2a of the rear sub-frame on the same side, it helps to increase the rigidity of the front mounting position of the rear sub-frame 2, thereby improving the dynamic rigidity of the assembled rear sub-frame 2.

[0107] In specific implementation, in this embodiment, for example, the cross section of the front cross beam 208 along the front-to-rear direction of the vehicle can be set to a closed cavity structure. By making the cross section of the front cross beam 208 a closed cavity, the structural strength of the front cross beam 208 itself can be ensured.

[0108] In addition, by Figure 6 Combined with Fig. 9 As shown, as a preferred implementation form, this embodiment can further make the front cross beam 208 arched in the vertical direction of the whole vehicle, and also make the front cross beam 208 have a straight section 2081 in the middle and bent sections 2082 on the left and right sides. The bent sections 2082 on both sides are inclined upward, and the front cross beam 208 is connected to the rear sub-frame longitudinal beam 201 through the bent sections 2082.

[0109] It can be understood that by making the front cross beam 208 arch downward and having a straight section 2081 and a bent section 2082, on the one hand, it can take advantage of the high strength of the arched structure to increase the structural strength of the front cross beam 208 itself, and on the other hand, through the provision of the straight section 2081, it can also make the front cross beam 208 suitable as an installation base for components such as battery packs, thereby facilitating the arrangement of vehicle components in the vehicle body.

[0110] In this embodiment, as another difference from the existing rear sub-frame structure, a rear sub-frame anti-collision beam 205 is provided at the rear end of the rear sub-frame 2, and the rear ends of the rear sub-frame longitudinal beams 201 on both sides are also connected to the rear sub-frame energy absorption boxes 206. The above-mentioned rear sub-frame anti-collision beam 205 is connected to the rear sub-frame energy absorption boxes 206 on both sides to realize the setting at the rear end of the rear sub-frame 2.

[0111] At this time, the above-mentioned rear subframe anti-collision beam 205 and each rear subframe energy absorption box 206 can all adopt the conventional anti-collision beam and energy absorption box structure used in the existing vehicle body. In addition, by setting the rear subframe anti-collision beam 205 at the rear end of the rear subframe 2, it can be understood that, on the one hand, it can improve the rear collision force transmission performance of the rear subframe 2, so that the collision force is better transmitted forward along the rear subframe longitudinal beam 201 and the connecting longitudinal beam 202, avoiding single-position force, collision force is difficult to disperse, and causes excessive deformation. On the other hand, the above-mentioned rear subframe anti-collision beam 205 can also be used as a pedestrian anti-rolling beam at the rear of the vehicle, which can improve the safety during the reversing process.

[0112] By connecting the rear subframe anti-collision beam 205 to the rear subframe longitudinal beam 201 through the rear subframe energy absorption box 206, the present embodiment can perform crushing energy absorption through the rear subframe energy absorption box 206, which helps to further improve the safety of the vehicle during rear-end collision.

[0113] Still see Figure 7 As shown in , based on the arrangement of the connecting longitudinal beams 202 on each side and the energy absorbing box 206 of the rear sub-frame, preferably, in this embodiment, the longitudinal beams 201 of the rear sub-frame on each side and the rear section of the connecting longitudinal beams 202, as well as the energy absorbing box 206 of the rear sub-frame on the same side together form a herringbone structure. In this way, by making the longitudinal beams 201 of the rear sub-frame and the rear section of the connecting longitudinal beams 202, as well as the energy absorbing box 206 of the rear sub-frame together form a herringbone structure, it is beneficial to transmit the collision force to the longitudinal beams 201 of the rear sub-frame and the connecting longitudinal beams 202, and the transmission capacity of the collision force can be further increased.

[0114] In this embodiment, in addition to the above-mentioned rear sub-frame front mounting point 2a, rear sub-frame rear mounting points 2b for connecting with the vehicle body are also provided at the rear ends of the rear sub-frame longitudinal beams 201 on both sides. In this case, the rear sub-frame rear mounting points 2b on each side may also adopt connection holes and shaft sleeves embedded therein. In addition, in this embodiment, preferably, the connecting longitudinal beams 202 on each side and the rear sub-frame energy absorbing box 206 may also intersect at the rear sub-frame rear mounting point 2b on the same side.

[0115] In this way, by making the side connecting longitudinal beams 202 and the rear subframe energy absorbing box 206 intersect at the rear subframe rear mounting point 2b, it is also helpful to increase the rigidity of the rear mounting position of the rear subframe 2, so as to further improve the dynamic rigidity of the assembled rear subframe 2.

[0116] In this embodiment, Figure 6 As shown in , as a preferred implementation form, the middle parts of the connecting longitudinal beams 202 on both sides are arched upward along the vertical direction of the whole vehicle, and the tops of the arched parts of the connecting longitudinal beams 202 on both sides can be set to straight sections arranged along the front-rear direction of the whole vehicle.

[0117] At this time, the middle part of the connecting longitudinal beams 202 on both sides is arched upward, which helps to increase the crushing energy absorption performance of the connecting longitudinal beams 202 during collision. The top of the arched part of the connecting longitudinal beams 202 is a straight section, and at this time, the rear shock towers 207 on each side are connected to the top of the straight section on the same side, and the rear shock spring mounting seat 209 is also connected to the bottom of the straight section on each side.

[0118] The rear shock absorber spring mounting seat 209 adopts the relevant structure in the existing vehicle and is welded to the bottom of the connecting longitudinal beam 202. An exemplary structure of the rear shock absorber tower 207 of this embodiment can be as follows: Figure 8 As shown in , it adopts a bent plate structure made of steel or cast aluminum, and a mounting structure for mounting a rear shock absorber is arranged on the top.

[0119] Furthermore, the rear shock absorber mounting structure can generally be a rear shock absorber mounting hole disposed on the top of the rear shock absorber tower 207. At the same time, in order to accommodate the top of the rear shock absorber, the present embodiment can also form an upwardly convex protrusion 207a on the top of the rear shock absorber tower 207. The rear shock absorber mounting holes can be distributed on two opposite sides of the protrusion 207a.

[0120] Still see Figure 7As shown, as a preferred implementation form, in this embodiment, from the vertical direction of the whole vehicle, the energy absorbing box 206 of each rear subframe and the connecting longitudinal beam 202 on the same side are arranged in a straight line. In this way, by arranging the energy absorbing box 206 of the rear subframe and the connecting longitudinal beam 202 in a straight line, the penetration of the force transmission channel formed by the energy absorbing box 206 of the rear subframe and the connecting longitudinal beam 202 can be increased, and the collision force transmission can be smoother, so as to facilitate the transmission and dispersion of the collision force along the connecting longitudinal beam 202.

[0121] In this embodiment, Figure 1 As shown, in the left-right direction of the vehicle, based on the connection of the front and rear subframes by the connecting beams 3 on both sides, as a preferred implementation, each side connecting beam 3 is also located on the side of the front subframe longitudinal beam 101 and the rear subframe longitudinal beam 201 on the same side close to the outside of the vehicle.

[0122] At this time, the connecting beams 3 on each side are Figure 1 As shown in the figure, the front sub-frame longitudinal beam 101 and the rear sub-frame longitudinal beam 201 are located on the same side close to the outside of the vehicle. This embodiment helps to achieve the Y-direction cross-sectional change of the front and rear parts of the load-bearing body, and can meet the matching design requirements between the chassis and the body frame in the load-bearing body.

[0123] In the specific implementation, based on the rear cross beam 104 being provided at the rear of the front sub-frame 1, the front ends of the connecting beams 3 on both sides are respectively connected to the ends of the extended sections 104b on the left and right sides of the rear cross beam 104, and at the same time, the rear ends of the connecting beams 3 on both sides are respectively connected to the front ends of the longitudinal beams 201 of the rear sub-frame on both sides. In this way, the rear cross beam 104, the front cross beam 208, and the connecting beams 3 on both sides jointly define a battery pack installation space Q for installing the battery pack 5. The battery pack installation space Q is formed between the front cross beam 208, the rear cross beam 104, and the connecting beams 3 on both sides, which is conducive to making the formed annular frame structure a rigid embracing structure adapted to the shape of the battery pack, and can better improve the collision safety of the battery pack 5.

[0124] It should be noted that the outrigger section 104b is provided in the rear cross beam 104, which can not only facilitate the connection with the connecting beams 3 on both sides. Figure 1 It also helps to achieve the change of the Y-direction (left-right direction of the whole vehicle) cross-section of the front part of the load-bearing body, that is, the side connecting beams 3 and the front subframe longitudinal beams 101 are not in a straight line, but are bent at the connecting position between the two, thereby making the Y-direction cross-section size of the body at the front subframe 1 smaller.

[0125] The above-mentioned change in the Y-direction cross-section of the front part of the vehicle body is obviously fundamentally different from the Y-direction cross-section of the frame beam in the non-load-bearing body that is basically consistent front and rear. In addition, the present embodiment meets the matching design requirements between the chassis and the body frame in the load-bearing body through the size change of the above-mentioned Y-direction cross-section of the front part of the vehicle body.

[0126] In this embodiment, still combined with Figure 1 and Figure 6 As shown in the figure, as a preferred embodiment, the rear end of each side connecting beam 3 is provided with an inclined connecting section 3a, and each side connecting section 3a is connected to the front end of the rear sub-frame longitudinal beam 201 on the same side through the connecting section 3a, and the distance between the connecting sections 3a on both sides is gradually reduced from front to rear in the front-to-rear direction of the whole vehicle.

[0127] At this time, by setting an inclined connecting section 3a at the rear end of each side connecting beam 3, it can also facilitate the connection between the connecting beam 3 and the rear subframe longitudinal beam 201, and make the distance between the connecting sections 3a on both sides gradually decrease from front to rear. Similar to the design of the above-mentioned overhanging section 104b, it can also facilitate the realization of the Y-direction cross-sectional change of the rear part of the load-bearing body, so as to not only meet the matching design requirements between the chassis and the body frame in the load-bearing body, but also become one of the main differences from the non-load-bearing body.

[0128] In this embodiment, still refer to Figure 7 As shown in , based on the connection between the connecting beams 3 on each side and the front end of the rear sub-frame longitudinal beam 201, similarly, the connecting beams 3 on each side can also be connected with the rear sub-frame longitudinal beam 201 and the connecting longitudinal beam 202 to form a herringbone structure. The formed herringbone structure helps to transfer the collision force at the rear sub-frame 1 to the connecting beams 3, so as to be transferred and dispersed forward through the connecting beams 3.

[0129] It is worth noting that, in the specific implementation, the connecting beams 3 on both sides of the embodiment can be, for example, an integrally formed beam structure, and specifically an integral closed structure. Moreover, at this time, the connecting beam 3 can also be connected to the rear cross beam 104 in the front and rear sub-frames and the rear sub-frame longitudinal beam 201 by welding. At this time, it can be understood that by using the closed cross section, it can take advantage of the high strength of the cavity structure to ensure the structural strength of the connecting beam 3 itself.

[0130] Of course, in addition to being an integrated structure, the connecting beam 3 of this embodiment may also adopt other structures, and for example, it may adopt a steel profile welding structure, an aluminum alloy profile extrusion structure, etc.

[0131] In this embodiment, based on the setting of the connecting beams 3 on both sides, in addition to making the connecting beams 3 on both sides an integrated structure, as a preferred implementation form, it can also be set so that the length of the connecting beams 3 on both sides along the front and rear directions of the whole vehicle can be adjusted, and at the same time, fixed structures 3d are respectively set on the connecting beams 3 on both sides to fix the adjusted length of the connecting beams 3 through the fixed structures 3d.

[0132] At this time, by making the length of the connecting beams 3 on both sides adjustable and providing a fixed structure for fixing the length of the connecting beams 3, it is possible to meet the wheelbase changes between different vehicle models and make the front and rear subframes a common part, thereby helping to achieve platform design and reduce the research and development costs of the entire vehicle.

[0133] In specific implementation, the length adjustment positions of the connecting beams 3 on both sides can be as follows: Figure 1 Indicated by the label A, and, as Fig.10 As shown in , in order to achieve the adjustable length of the connecting beam 3, for example, the two longitudinal beam segments 3c disconnected at the position marked A can be connected by plugging, and at the same time, the above-mentioned fixing structure 3d can be fixed in the form of a threaded sleeve and a bolt.

[0134] The threaded sleeve can be fixed in one of the longitudinal beam segments 3c, and connecting holes are respectively provided on the two longitudinal beam segments 3c, and the connecting holes on the outer longitudinal beam segment 3c are arranged in a plurality of intervals. When adjusting the length of the connecting beam 3, after the insertion length of the two longitudinal beam segments 3c is adjusted, the bolt is screwed into the threaded sleeve through the connection process, so that the length of the connecting beam 3 can be adjusted and the adjusted length of the connecting beam 3 can be fixed.

[0135] In addition, it should be noted that when the length of the connecting beams 3 on both sides is adjustable, the side step mounting plate 4 provided on the side of each side connecting beam 3 facing the outside of the vehicle should be detachably connected to the connecting beam 3. In specific implementation, the side step mounting plate 4 of a suitable length can be manufactured according to the adjusted length of the connecting beam 3, and then connected to the outside of the connecting beam 3 after the length of the connecting beam 3 is fixed.

[0136] This embodiment continues to refer to Figure 1 As shown in the figure, as a preferred embodiment, in the left-right direction of the vehicle, a side step mounting plate 4 can be further provided on the side of each side connecting beam 3 facing outward from the vehicle. The side step mounting plate 4 on each side extends along the front-rear direction of the vehicle, and a side step mounting surface 4a is provided on the top of each side step mounting plate 4.

[0137] At this time, by installing the side step panel and the side step decoration on the side step installation surface 4a, a side step can be formed to assist the driver and passengers in getting on and off the vehicle. In addition, by connecting the side step installation plate 4 to the outside of the connecting beam 3, it can be understood that it can be used as a side collision energy absorption structure while serving as a side step assembly basis, thereby achieving dual purposes, saving the side step installation frame, and also facilitating the lightweight design of the vehicle body.

[0138] In the specific implementation, it should be noted that the side step mounting plates 4 on each side can be detachably connected to the connecting beam 3 on the same side through a connecting piece, for example. In this way, the side step mounting plates 4 on each side can be detachably connected to the connecting beam 3 on the same side through the connecting piece, which can facilitate the assembly of the side step mounting plates 4 and also facilitate the maintenance and replacement of the side step mounting plates 4 in the later stage.

[0139] Of course, in addition to the above detachable setting, in specific implementation, this embodiment can also make the side step mounting plate 4 on each side integrally formed with the connecting beam 3 on the same side. In this way, the side step mounting plate 4 and the connecting beam 3 are integrally formed, which can reduce the preparation cost of the connecting beam 3 and the side step mounting plate 4, and can also better ensure the structural strength of the connecting beam 3 and the side step mounting plate 4, so as to help improve the overall rigidity of the chassis structure.

[0140] As for the detachable side step mounting plate 4, specifically, it can be, for example, a steel profile or an aluminum alloy profile, and the connecting piece can generally adopt a screw connection structure to fix the side step mounting plate 4 to the connecting beam 3. As for the side step mounting plate 4 and the connecting beam 3 being integrally formed, for example, the side step mounting plate 4 and the connecting beam 3 can both be made of a steel profile or an aluminum alloy profile, or the side step mounting plate 4 and the connecting beam 3 can also be made of a steel roll-pressed structure.

[0141] like Fig.11 As shown in FIG. 1 , it is an exemplary structure when both the side step mounting plate 4 and the connecting beam 3 are made of aluminum alloy profiles. In this structural form, in order to increase the structural strength of the connecting beam 3 and the side step mounting plate 4, transverse reinforcing ribs 3b and vertical reinforcing ribs 4c can be respectively provided in the two. At the same time, in order to enhance the collision energy absorption effect of the side step mounting plate 4 when the vehicle is hit from the side, a bending-shaped extending collapse guide rib 4b can also be provided at the bottom of the side step mounting plate 4.

[0142] At this time, vertical reinforcing ribs 4c and crush guiding ribs 4b are used for the reinforcing ribs at the side step mounting plate 4. While appropriately increasing the structural strength at the position of the side step mounting plate 4, it also enables the side step mounting plate 4 to have good crush energy absorption ability, so that one side of the side step mounting plate 4 becomes a crush energy absorption area, which helps to improve the side impact energy absorption effect. Different from one side of the side step mounting plate 4, on one side of the connecting beam 3, through the arrangement of the transverse reinforcing rib 3b, by utilizing the transverse supporting effect of the transverse reinforcing rib 3b, the connecting beam 3 can have strong supporting stiffness when the vehicle has a side impact, and then one side of the connecting beam 3 can become a rigid frame area to better protect the battery pack 5 located in the battery pack installation space Q.

[0143] In this embodiment, in addition to as Fig.11 shown, the integrally formed connecting beam 3 and side step mounting plate 4 have different cross-sectional structures. Of course, in specific implementation, the wall thickness on one side of the connecting beam 3 can also be made greater than that on one side of the side step mounting plate 4. In this way, the strength on one side of the connecting beam 3 can be further increased to make full use of the crush energy absorption 4 on one side of the side step mounting plate 4 to protect the battery pack inside the connecting beam 3.

[0144] Such as Fig.12 shown is an exemplary cross-sectional form when the above-mentioned side step mounting plate 4 and connecting beam 3 adopt a steel rolling structure. It should be noted that when adopting the rolling structure, the integrally formed side step mounting plate 4 and connecting beam 3 generally adopt the Fig.10 shown "day" - shaped cross-section and can be connected by a combination of laser welding and spot welding. However, in addition to adopting the "day" - shaped cross-section, of course, it is also possible to make the rolled - formed side step mounting plate 4 and connecting beam 3 adopt other cross-sectional forms.

[0145] The chassis structure of this embodiment, on the basis of setting the two - side connecting beams 3, especially by connecting the two - side connecting beams 3 between the front and rear sub - frames, can connect the front and rear sub - frames via the two - side connecting beams 3 on the basis of a traditional load - bearing body structure. In this way, by adopting a load - bearing body structure with front and rear sub - frames, the light weight of the load - bearing body can be utilized to achieve the lightweight of the vehicle body and improve the vehicle's endurance ability.

[0146] Through the setting of the two - side connecting beams 3, connecting the front and rear sub - frames, and jointly defining the battery pack installation space Q by the rear cross - beam 104, the front cross - beam 208, and the two - side connecting beams 3, the chassis structure of this embodiment can also form a battery pack ring - shaped frame structure by means of the connection setting of the connecting beam 3. During a collision, the battery pack 5 can move together with the ring - shaped frame structure, which can reduce the collision impact on the battery pack 5, increase the collision safety of the battery pack 5, and improve the overall vehicle safety quality.

[0147] In addition, it should be noted that the above-mentioned chassis structure of this embodiment, since the front and rear ends of the chassis are still the front and rear sub-frames, the sub-frame structure has a smaller Y-direction section than the frame in the non-load-bearing body, and the longitudinal beam at the position of the sub-frame continues to use a curved longitudinal beam structure, the chassis structure of this embodiment becomes a structural innovation in the form of a sub-frame, and is significantly different from the conventional non-load-bearing frame beam structure. Specifically, the front and rear sub-frames in this embodiment are still separate units, and it is just based on the front and rear sub-frames in the load-bearing body, and further adds a front and rear connecting beam 3, which is not an integrated beam structure in the non-load-bearing body.

[0148] Of course, in the embodiment in which the connecting beam 3 is connected to the front and rear subframes, it is precisely because of the use of the integrated structure of the front and rear subframes connected by the connecting beam 3 that this embodiment, as mentioned above, can not only utilize the characteristics of the load-bearing body structure to reduce the body weight to increase the vehicle endurance, but also form a battery pack annular protection frame to better improve the collision safety of the battery pack 5. Therefore, it not only improves the shortcomings of the load-bearing body structure, but also has the advantages of the non-load-bearing body structure, and can well improve the overall quality of the vehicle.

[0149] Embodiment 2

[0150] This embodiment relates to a vehicle, which is specifically a new energy vehicle equipped with a battery pack, and specifically, the vehicle is preferably a pure electric vehicle, and the chassis structure of the first embodiment is provided in the vehicle, and combined with Fig.13 As shown in FIG. 1 , a battery pack 5 is arranged in the battery pack installation space Q.

[0151] It should be noted that, based on the chassis structure of the first embodiment, the vehicle of this embodiment is assembled in the same way as the existing load-bearing body assembly method, that is, the bottom subframe is still assembled to the upper body, and the upper body frame is the load-bearing body in the vehicle, and the chassis accessories are also assembled to the body relying on the front and rear subframes.

[0152] In addition, when the vehicle collides, the upper body frame and the front and rear subframes and connecting beam 3 in the chassis participate in absorbing and transmitting the collision force, rather than the frame beam alone transmitting force and absorbing energy as in a non-load-bearing body.

[0153] The vehicle of this embodiment is provided with the chassis structure of the first embodiment. On the one hand, it can increase the collision force transmission capacity of the front and rear subframes, and is conducive to the lightweight design and shape design of the vehicle body. On the other hand, in the specific arrangement of the connecting beams 3 on both sides, especially by connecting the connecting beams 3 between the front and rear subframes, the front and rear subframes can be connected through the connecting beams 3 on both sides on the basis of the traditional load-bearing vehicle body, which is not only conducive to achieving lightweight of the vehicle body and improving the endurance of the whole vehicle, but also can reduce the collision impact on the battery pack 5, increase the collision safety of the battery pack 5, and help improve the safety quality of the whole vehicle.

[0154] Furthermore, by adopting the chassis structure of the first embodiment, especially based on the front and rear sub-frames respectively integrating the front shock tower 107 and the rear shock tower 207, this embodiment can not only make the overall chassis structure into a skateboard chassis, but also Fig.14 As shown in , it can also eliminate the influence of the distribution of shock towers in the load-bearing body on the body structure, thereby being able to omit the front cabin longitudinal beam and the front cabin side beam at the front cabin position as mentioned in the first embodiment, and the rear floor longitudinal beam at the rear floor position, so that only the middle driving cabin is retained in the body 6, so as to make the body design simpler, thereby achieving the effect of lightweight body and facilitating body shape design.

[0155] At this point, it should be noted that the front and rear sides of the cockpit can be connected to the front and rear subframes through profiles or beam-like parts, and the front cabin and trunk areas at the front and rear of the vehicle only need to be matched according to the overall vehicle styling design.

[0156] In addition, in this embodiment, in the vehicle, the connecting beams 3 on both sides are usually respectively arranged below the sill beam 7 on the same side of the vehicle body, and connecting members are respectively arranged on the left and right sides of the battery pack 5 to realize the assembly of the battery pack 5. At this time, as a preferred implementation form, this embodiment can make at least part of the above-mentioned side connecting members connect the battery pack 5, the connecting beam 3 and the sill beam 7 together, so that the assembly connection between the chassis structure and the vehicle body 6 can be realized while the battery pack 3 is being assembled.

[0157] Specifically, during implementation, this embodiment may, for example, respectively set connecting brackets 501 on the left and right sides of the battery pack 2, and make the connecting brackets 501 on each side connected to the bottom of the connecting beam 3 on the same side through a connecting piece to realize the assembly of the battery pack 2, and the above-mentioned connecting piece can be connected to the threaded sleeve set in the connecting beam 3.

[0158] At this time, the above-mentioned connecting member can be, for example, Fig.15 The first connecting member 200 and Fig.16The second connecting member 400 is formed in the connecting beam 3, and accordingly, the threaded sleeve corresponding to the first connecting member 200 and arranged in the connecting beam 3 can be called the first threaded sleeve 100, and the threaded sleeve corresponding to the second connecting member 400 and arranged in the connecting beam 3 can be called the second threaded sleeve 300. Moreover, the top of the second threaded sleeve 300 is also arranged to extend out of the connecting beam 3 and is arranged corresponding to the mounting structure arranged in the threshold beam 7.

[0159] Through the cooperation of the above-mentioned first connecting member 200 and the first threaded sleeve 100, this embodiment can connect the battery pack 5 and the connecting beam 3 together. At the same time, through the above-mentioned second connecting member 400 passing through the second threaded sleeve 300 and connected to the installation structure in the threshold beam 7, this embodiment can connect the battery pack 5, the connecting beam 3 and the threshold beam 7 together.

[0160] In this way, the second connecting member 400 can connect the battery pack 5, the connecting beam 3 and the door sill beam 7 together. This embodiment can simultaneously realize the installation of the battery pack 5 and the installation of the whole formed by the connecting beams 3 on both sides and the battery pack 5 in the vehicle body, thereby realizing the integrated design of the partial installation structure of the battery pack 5. With this integrated design, it is not necessary to separately set the connection structure between the connecting beam 1 and the vehicle body on both sides of the battery pack 5, which is conducive to reducing the cost of the vehicle installation structure.

[0161] In this embodiment, it should be pointed out that, as a preferred implementation form, the second connecting member 400 connecting the battery pack 5, the connecting beam 3 and the door sill beam 7 can generally be distributed at the four front and rear corners close to the battery pack 5. The first connecting member 200 connecting only the battery pack 5 and the connecting beam 3 can be provided as a plurality of first connecting members distributed at intervals along the front and rear direction of the vehicle.

[0162] In addition, in the specific implementation, the first threaded tube 100 or the second threaded sleeve 300 can be made of an existing tube structure with a connecting thread formed on the inner wall, and the first connecting member 200 and the second connecting member 400 can be made of bolts of appropriate length. The mounting structure provided in the threshold beam 7 can be made of a projection welding nut or a similar structure to achieve a threaded connection with the second connecting member 400.

[0163] The vehicle of this embodiment, by setting up the chassis structure in the first embodiment, can reduce the collision impact on the battery pack 5, so as to increase the collision safety of the battery pack 5. At the same time, it is also beneficial to simplify the body structure, reduce the body weight, and contribute to the lightweight design and styling design of the body, and has good practicality.

[0164] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A chassis structure, characterized in that: The vehicle comprises a front subframe (1) located at the front of the vehicle, a rear subframe (2) located at the rear of the vehicle, and a connecting beam (3) connected between the front subframe (1) and the rear subframe (2); The front sub-frame (1) is arranged below the front cabin at the front of the vehicle, and the front sub-frame longitudinal beams (101) on the left and right sides of the front sub-frame (1) both have an upper longitudinal beam (1011) and a lower longitudinal beam (1012) arranged up and down, and front shock towers (107) are respectively arranged on the upper longitudinal beams (1011) on both sides; The rear subframe (2) is arranged below the rear floor of the rear part of the vehicle, and the rear subframe (2) has rear subframe longitudinal beams (201) arranged on the left and right sides, and connecting longitudinal beams (202) are respectively arranged on the sides of the rear subframe longitudinal beams (201) facing the outside of the vehicle along the left and right directions of the vehicle, and rear shock towers (207) are respectively arranged on the connecting longitudinal beams (202) on each side; The connecting beams (3) are two connected beams arranged on the left and right sides, and the front sub-frame (1), the rear sub-frame (2), and the connecting beams (3) on both sides jointly define a battery pack installation space (Q).

2. The chassis structure according to claim 1, characterized in that: In the left-right direction of the vehicle, the connecting beam (3) on each side is located on the side of the front sub-frame longitudinal beam (201) and the rear sub-frame longitudinal beam (201) on the same side close to the outside of the vehicle.

3. The chassis structure according to claim 2, characterized in that: A rear crossbeam (104) is provided at the rear of the front subframe (1); The front ends of the connecting beams (3) on both sides are respectively connected to the left and right ends of the rear cross beam (104), and are connected to the longitudinal beams (101) of the front sub-frames through the rear cross beam (104); The rear ends of the connecting beams (3) on both sides are respectively connected to the front ends of the rear auxiliary frame longitudinal beams (201) on both sides.

4. The chassis structure according to claim 3, characterized in that: A front cross beam (208) is connected between the positions where the rear subframe longitudinal beams (201) and the connecting beams (3) are connected on both sides, and the battery pack installation space (Q) is formed between the front cross beam (208), the rear cross beam (104) and the connecting beams (3) on both sides; and / or, The connecting longitudinal beams (202) on both sides are connected between the front and rear ends of the rear sub-frame longitudinal beam (201) on the same side, and the front ends of the connecting longitudinal beams (202) on each side meet at the position where the rear sub-frame longitudinal beam (201) on the same side is connected to the connecting beam (3).

5. The chassis structure according to claim 1, characterized in that: The front ends of the upper longitudinal beam (1011) and the lower longitudinal beam (1012) on each side are connected to the front cross beam (102) of the front subframe, and the front sections of the upper longitudinal beam (1011) and the lower longitudinal beam (1012) on each side have a crushing section (101a); The crushing section (101a) can bend and deform when the front subframe longitudinal beam (101) is subjected to a head-on collision force not less than a preset threshold, and guides the front section of the upper longitudinal beam (1011) and the front section of the lower longitudinal beam (1012) to collapse.

6. The chassis structure according to claim 5, characterized in that: The front ends of the upper longitudinal beam (1011) and the lower longitudinal beam (1012) on each side meet together, and the front sections of the upper longitudinal beam (1011) and the lower longitudinal beam (1012) on each side, and the front sub-frame energy absorption box (105) located on the front side of the front sub-frame front cross beam (102) together form a herringbone structure; and / or, The crushed section (101a) in the front section of the upper longitudinal beam (1011) and the front section of the lower longitudinal beam (1012) on each side comprises a front portion of the crushed section (101a) and a rear portion of the crushed section (101a) connected along the front-to-rear direction of the entire vehicle, and the yield strength of the front portion of the crushed section (101a) is greater than the yield strength of the rear portion of the crushed section (101a).

7. The chassis structure according to claim 1, characterized in that: The middle parts of the upper longitudinal beams (1011) on both sides are arched upward along the vertical direction of the whole vehicle, and the front shock tower (107) on each side is connected to the top of the arched position of the upper longitudinal beam (1011) on the same side; and / or, A support beam (108) is connected between the lower longitudinal beam (1012) and the upper longitudinal beam (1011) on each side, and the connection point between the support beam (108) and the upper longitudinal beam (1011) on each side is located below the front shock tower (107) on the same side.

8. The chassis structure according to claim 1, characterized in that: A rear sub-frame anti-collision beam (205) is provided at the rear end of the rear sub-frame (2), and rear ends of the rear sub-frame longitudinal beams (201) on both sides are connected to rear sub-frame energy absorption boxes (206), and the rear sub-frame anti-collision beam (205) is connected to the rear sub-frame energy absorption boxes (206) on both sides.

9. The chassis structure according to claim 8, characterized in that: The rear sub-frame longitudinal beam (201) and the rear section of the connecting longitudinal beam (202) on each side, and the rear sub-frame energy absorption box (206) on the same side together form a herringbone structure; and / or, Viewed from the upper and lower directions of the entire vehicle, the rear subframe energy absorption box (206) on each side and the connecting longitudinal beam (202) on the same side are arranged in a straight line.

10. The chassis structure according to claim 1, characterized in that: The middle parts of the connecting longitudinal beams (202) on both sides are arched upwards along the vertical direction of the whole vehicle, and the tops of the arched parts of the connecting longitudinal beams (202) on both sides are straight sections arranged along the front-rear direction of the whole vehicle; The rear shock absorbing tower (207) on each side is connected to the top of the straight section on the same side, and the bottom of the straight section on each side is connected to a shock absorbing spring mounting seat (209).

11. The chassis structure according to any one of claims 1 to 10, characterized in that: The lengths of the connecting beams (3) on both sides along the front-rear direction of the vehicle are adjustable, and the connecting beams (3) on both sides are respectively provided with fixing structures (3d), and the fixing structures (3d) are used to fix the adjusted lengths of the connecting beams (3); and / or, In the left-right direction of the vehicle, the side of the connecting beam (3) on each side facing outward from the vehicle is connected to a side step mounting plate (4), the side step mounting plate (4) extends in the front-rear direction of the vehicle, and a side step mounting surface (4a) is provided on the top of the side step mounting plate (4).

12. A vehicle, characterized in that: The vehicle is provided with a chassis structure according to any one of claims 1 to 11, and a battery pack (5) is arranged in the battery pack installation space (Q).

13. The vehicle according to claim 12, characterized in that: The connecting beams (3) on both sides are respectively arranged below the door sill beams (7) on the same side of the vehicle body, and connecting pieces are respectively provided on the left and right sides of the battery pack (5); At least part of the connecting members on each side connects the battery pack (5), the connecting beam (3) and the door sill beam (7) together.

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