Chassis structure and vehicle

Abstract

The present invention provides a chassis structure and a vehicle. The chassis structure includes a front subframe, a rear subframe, and a connecting beam connected between the front and rear subframes. 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 vertically, and front shock towers are provided on the upper longitudinal beams on both sides. The rear subframe has rear subframe longitudinal beams arranged on the left and right sides, and connecting longitudinal beams are provided on the sides of the rear subframe longitudinal beams facing the outside of the vehicle, and rear shock towers are provided on the connecting longitudinal beams on each side. There are two connecting beams arranged on the left and right sides, and the front subframe, rear subframe, and connecting beams on both sides jointly define a battery pack installation space. The present invention helps to increase the collision safety of the battery pack and the entire vehicle through the dual-channel force transmission structure on the front and rear subframes, the integrated arrangement of the shock towers, and the arrangement of connecting beams on both sides, while also facilitating the lightweight design and styling of the vehicle body.

Description

Technical Field

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

[0002] With the development of technology and the improvement of people's consumption level, new energy vehicles are becoming increasingly popular among consumers. For new energy vehicles, such as pure electric vehicles, the battery pack is generally located under the passenger compartment. In order to provide sufficient range, not only is it required that the vehicle weight be reduced as much as possible, but also that there is a large space in the vehicle to accommodate a larger battery pack.

[0003] At this point, when the battery pack is large, the distance between the battery pack and the outer side of the vehicle body in the Y direction (left and right direction) is small. In the event of a side collision, the battery pack is easily damaged by the force, and in severe cases, the battery pack may even catch fire, threatening the personal safety of the passengers and thus hindering the improvement of the overall vehicle safety quality.

[0004] Furthermore, existing non-load-bearing chassis generally adopt a unibody frame structure, which is heavy. When used in pure electric vehicles, this hinders vehicle weight reduction and affects the overall driving range. Additionally, the smaller Y-axis (left-right direction) spacing between the left and right beams in a non-load-bearing chassis limits the space for battery pack placement, making it difficult to use larger battery packs, thus further hindering the improvement of the overall driving range.

[0005] Furthermore, the subframe, as a crucial structure in the vehicle chassis suspension, serves as both an intermediate buffer connecting the suspension and the body, and a mounting platform for components such as the drivetrain, control arms, stabilizer bars, and steering gear. Moreover, with increasingly stringent requirements for vehicle collision safety, the subframe's ability to withstand collisions, as one of the main structures capable of participating in frontal crashes, becomes particularly important. However, existing subframes still suffer from shortcomings such as a single collision force transmission method and poor collision force transfer efficiency, thus hindering the improvement of overall vehicle collision safety.

[0006] Furthermore, in existing monocoque chassis, the front and rear shock absorber towers are typically mounted on the front engine compartment longitudinal beam and the rear wheel arch, respectively. The top of the front shock absorber tower is usually connected to the front engine compartment side beam, and the rear wheel arch is typically supported by the rear floor longitudinal beam. A reinforcing structure is often added between the rear shock absorber tower and the rear floor longitudinal beam. This existing shock absorber tower arrangement, requiring the installation of beams such as the front engine compartment longitudinal beam and the rear floor longitudinal beam, along with other related accessories, not only significantly increases the vehicle's weight, hindering lightweight design, but also restricts the styling of the front and rear sections of the vehicle, thus limiting the overall body design. Summary of the Invention

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

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

[0009] A chassis structure includes a front subframe located at the front of the vehicle, a rear subframe located at the rear of the vehicle, and a connecting beam connecting the front subframe and the rear subframe.

[0010] The front subframe is located below the front engine compartment at the front of the vehicle, and the longitudinal beams of the front subframe on both the left and right sides of the front subframe have upper and lower longitudinal beams arranged vertically, and front shock absorber towers are respectively provided on the upper longitudinal beams on both sides.

[0011] The rear subframe is located below the rear floor at the rear of the vehicle, and the rear subframe has rear subframe longitudinal beams on the left and right sides. Along the left and right direction of the whole vehicle, a connecting longitudinal beam is provided on the side of the rear subframe longitudinal beams facing outwards on both sides, and a rear shock absorber tower is provided on each connecting longitudinal beam.

[0012] The connecting beam consists of two beams located on the left and right sides, and the front subframe, the rear subframe, and the connecting beams on both sides together define the battery pack installation space.

[0013] Furthermore, in the left-right direction of the vehicle, the connecting beams on each side are located on the side of the front subframe longitudinal beam and the rear subframe longitudinal beam closer 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 connected to the left and right ends of the rear crossbeam respectively, and are connected to the longitudinal beams of each of the front subframes through the rear crossbeam;

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

[0017] Furthermore, a front crossbeam is connected between the rear subframe longitudinal beams and the connecting beams on both sides, and the battery pack installation space is formed between the front crossbeam, the rear crossbeam, 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 subframe longitudinal beam on the same side, and the front ends of the connecting longitudinal beams on each side converge at the position where the rear subframe longitudinal beam and the connecting beam on the same side are connected.

[0019] Furthermore, the front ends of the upper and lower longitudinal beams on each side are connected to the front crossbeam of the front subframe, and the front sections of the upper and lower longitudinal beams on each side have collapsible sections.

[0020] The collapsible section can bend and deform when the front subframe longitudinal beam is subjected to a frontal impact force of not less than a preset threshold, and guide the front section of the upper longitudinal beam and the front section of the lower longitudinal beam to collapse.

[0021] Furthermore, the front ends of the upper and lower longitudinal beams on each side intersect, and the front sections of the upper and lower longitudinal beams on each side, together with the energy-absorbing box of the front subframe located on the front side of the front crossbeam of the front subframe, form a herringbone structure; and / or,

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

[0023] Furthermore, the middle sections of the upper longitudinal beams on both sides arch upwards along the vertical direction of the vehicle, and the front shock absorber 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] Each side of the lower longitudinal beam and the upper longitudinal beam is connected by a support beam, and the connection point between the support beam and the upper longitudinal beam on each side is located below the front shock absorber tower on the same side.

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

[0026] Furthermore, the rear sections of the rear subframe longitudinal beams and the connecting longitudinal beams on each side, along with the energy-absorbing box of the rear subframe on the same side, together form a herringbone structure; and / or,

[0027] Viewed from the top and bottom of the vehicle, the energy-absorbing boxes of the rear subframe on each side and the connecting longitudinal beams on the same side are arranged in a straight line.

[0028] Furthermore, the middle part of the connecting longitudinal beams on both sides is arched upward along the vertical direction of the whole vehicle, and the top of the arched part of the connecting longitudinal beams on both sides is a straight section arranged along the front-rear direction of the whole vehicle.

[0029] Each of the rear shock absorber towers is connected to the top of the straight section on the same side, and each of the straight sections on the same side is connected to a shock absorber spring mounting seat at the bottom.

[0030] Furthermore, the lengths of the connecting beams on both sides are adjustable along the longitudinal direction of the vehicle, and each of the connecting beams on both sides is provided with a fixing structure for fixing the adjusted length of the connecting beam; and / or,

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

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

[0033] The chassis structure described in this invention, on the one hand, by employing a front subframe and a rear subframe located at the front and rear of the vehicle, can possess the characteristics of a monocoque body structure. This leverages the advantage of a lighter monocoque body, facilitating weight reduction and improving the vehicle's range. Simultaneously, the connection beams on both sides link the front and rear subframes into a single unit. The front subframe, rear subframe, and side connecting beams collectively define the battery pack installation space. Furthermore, the connecting beams create a ring-shaped frame structure for the battery pack. In the event of a collision, the battery pack can move along with this ring-shaped frame structure, reducing the impact on the battery pack and increasing its collision safety.

[0034] On the other hand, the front subframe longitudinal beams are composed of upper and lower longitudinal beams arranged vertically, with front shock absorber towers installed on the upper longitudinal beams on both sides. Furthermore, connecting longitudinal beams are installed on the outward-facing side of each rear subframe longitudinal beam, with rear shock absorber towers installed on the connecting longitudinal beams on both sides. This not only utilizes the dual force transmission channels formed by the upper and lower longitudinal beams, as well as the rear subframe longitudinal beams and connecting longitudinal beams, to increase the collision force transmission capacity of the front and rear subframes and improve overall vehicle collision safety, but also simplifies or even eliminates structures such as the front engine compartment longitudinal beam, front engine compartment side beam, and rear floor longitudinal beam by integrating the front shock absorber towers onto the front subframe and the rear shock absorber towers onto the rear subframe. This simplifies the body structure, reduces body weight, and contributes to lightweight body design and styling.

[0035] Another object of the present invention is to provide a vehicle having a chassis structure as described above, and a battery pack disposed within the battery pack mounting space.

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

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

[0038] The vehicle described in this invention features the aforementioned chassis structure, which reduces the impact of collisions on the battery pack, thereby increasing the collision safety of the battery pack. It also simplifies the vehicle body structure, reduces the vehicle weight, and contributes to the lightweight design and styling of the vehicle body, thus possessing excellent practicality. Attached Figure Description

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

[0040] Figure 1 This is a schematic diagram of the chassis structure described in an embodiment of the present invention;

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

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

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

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

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

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

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

[0048] Figure 9 This is a schematic diagram of the front crossbeam structure according to an embodiment of the present invention;

[0049] Figure 10 This is a schematic diagram of the connecting beam length adjustment structure according to an embodiment of the present invention;

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

[0051] Figure 12 This is a schematic diagram of the structure of the side step mounting plate and connecting beam using a steel roll forming structure, as described in an embodiment of the present invention.

[0052] Figure 13This is a schematic diagram of the chassis structure according to an embodiment of the present invention when a battery pack is provided;

[0053] Figure 14 This is a schematic diagram illustrating the interaction between the chassis structure and the vehicle body according to an embodiment of the present invention;

[0054] Figure 15 This is a connection diagram of the first connector according to an embodiment of the present invention;

[0055] Figure 16 This is a connection diagram of the second connector according to an embodiment of the present invention;

[0056] Explanation of reference numerals in the attached figures:

[0057] 1. Front subframe; 2. Rear subframe; 3. Connecting beam; 4. Side step mounting plate; 5. Battery pack; 6. Body; 7. 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 absorber 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 206. Anti-collision beam; 207. Rear subframe energy absorption box; 208. Rear shock absorber tower; 209. Front crossbeam; 2000. Rear shock absorber spring mounting seat; 2a. Rear subframe front mounting point; 2b. Rear subframe rear mounting point; 3a. Connecting section; 3b. Transverse reinforcing rib; 3c. Longitudinal beam segment; 3d. Fixing structure; 4a. Side step mounting surface; 4b. Collapse guide rib; 4c. Vertical reinforcing rib; 501. Connecting bracket;

[0059] 101a, Collapsed Section; 101b, Front Part of Collapsed Section; 101c, Rear Part of Collapsed Section; 1011, Upper Longitudinal Beam; 1012, Lower Longitudinal Beam; 104a, Main Body of Crossbeam; 104b, Extended Section; 107a, Boss; 107b, Reinforcing Flanged Edge; 207a, Protrusion; 2081, Straight Section; 2082, Bending Section;

[0060] 100. Threaded pipe; 200. First connector; 300. Threaded sleeve; 400. Second connector;

[0061] A. Adjustment position of connecting beam length; Q. Battery pack installation space. Detailed Implementation

[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 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.

[0064] 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.

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

[0066] Example 1

[0067] This embodiment relates to a chassis structure that is applied to new energy vehicles with battery packs, preferably pure electric vehicles. This chassis structure is conducive to achieving vehicle weight reduction, helps improve the collision safety of the battery pack, and facilitates lightweight and styling design of the vehicle body.

[0068] In the relevant existing technologies, traditional vehicle body structures mainly include monocoque and non-monocoque bodies, and the differences between the two lie in their structure, weight, and ride comfort.

[0069] A body-on-frame chassis typically consists of two parts: the frame beam and the 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. Body-on-frame chassis are also heavier, have a higher center of gravity, and offer relatively poor handling and lower ride 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.

[0070] Unibody construction lacks a rigid frame; all vehicle components are directly mounted to the body. The entire body acts as a load-bearing structure, absorbing various loads. Unibody construction is also lighter, has a low center of gravity, offers better handling, is easier to assemble, and provides better 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.

[0071] Based on the above introduction, for new energy vehicles, especially pure electric vehicles, in order to fully utilize the advantages of the unibody construction and improve its shortcomings, this embodiment creatively proposes a chassis structure developed based on a unibody construction. Furthermore, in terms of the overall structure, combined with... Figure 1 As shown, the chassis structure of this 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 connecting the front subframe 1 and the rear subframe 2.

[0072] The front subframe 1 is located below the front engine compartment at the front of the vehicle, and the front subframe longitudinal beams 101 on both 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 absorber towers 107 are respectively provided on the upper longitudinal beams 1011 on both sides.

[0073] The rear subframe 2 is located below the rear floor at the rear of the vehicle, and the rear subframe 2 has rear subframe longitudinal beams 201 located on the left and right sides. At the same time, along the left and right direction of the whole vehicle, a connecting longitudinal beam 202 is provided on the side of the rear subframe longitudinal beams 201 facing outwards on both sides, and a rear shock absorber tower 207 is provided on each connecting longitudinal beam 202.

[0074] The connecting beams 3 are two beams located on the left and right sides, and the aforementioned front subframe 1, rear subframe 2, and the connecting beams 3 on both sides together define the battery pack installation space Q for installing the battery pack 5.

[0075] At this point, with the above configuration, by adopting a monocoque body structure with front and rear subframes, this embodiment can utilize the relatively low weight of the monocoque body to achieve vehicle lightweighting, thereby improving the overall vehicle range. Simultaneously, by setting up connecting beams 3 on both sides, the front and rear subframes are connected as a single unit, and the front subframe 1, rear subframe 2, and connecting beams 3 on both sides together define the battery pack installation space Q. This embodiment, through the connection of the connecting beams 3, can also form a ring-shaped frame structure for the battery pack, allowing the battery pack to move along with the ring-shaped frame structure during a vehicle collision, thereby reducing the impact of the collision on the battery pack 5 and increasing the collision safety of the battery pack 5.

[0076] Furthermore, the front subframe longitudinal beam 101 is composed of an upper longitudinal beam 1011 and a lower longitudinal beam 1012 arranged vertically. Front shock absorber towers 107 are installed on the upper longitudinal beams 1011 on both sides. Connecting longitudinal beams 202 are installed on the side of each rear subframe longitudinal beam 201 facing outwards, and rear shock absorber towers 207 are installed on the connecting longitudinal beams 202 on both sides. This not only utilizes the upper and lower longitudinal beams, as well as the dual force transmission channels formed by the rear subframe longitudinal beams 201 and connecting longitudinal beams 202 on both sides, to increase the collision force transmission capacity of the front and rear subframes and improve the overall vehicle collision safety, but also simplifies or even eliminates the front engine compartment longitudinal beam, front engine compartment side beam, and rear floor longitudinal beam in the vehicle body by integrating the front shock absorber tower 107 on the front subframe 1 and the rear shock absorber tower 207 on the rear subframe 2. This simplifies the vehicle body structure, reduces the vehicle weight, and contributes to the lightweight design and styling of the vehicle body.

[0077] Specifically, in this embodiment, for the front subframe 1, it continues to be combined with Figures 2 to 5 As shown, the front ends of the upper longitudinal beam 1011 and the lower longitudinal beam 1012 on each side are connected to the front crossbeam 102 of the front subframe, and the rear ends of the upper longitudinal beam 1011 and the lower longitudinal beam 1012 on each side are connected to the rear crossbeam 104 located at the rear of the front subframe 1.

[0078] Furthermore, similar to the existing front subframe 1 installed in a vehicle, this embodiment, in addition to the front crossbeam 102 of the front subframe, also provides a middle crossbeam 103 of the front subframe between the longitudinal beams 101 of the two front subframes. The middle crossbeam 103 of the front subframe is located between the middle of the longitudinal beams 101 of the two front subframes and is specifically connected between the lower longitudinal beams 1012 on both sides.

[0079] In addition to the aforementioned crossbeam 103 in the front subframe, this embodiment also provides a front subframe anti-collision beam 105 at the front end of the front subframe 1, and the front subframe anti-collision beam 105 is specifically connected to the front side of the front crossbeam 102 of the front subframe through the front subframe energy-absorbing boxes 106 respectively located on the left and right sides.

[0080] It should be noted that, as a preferred embodiment, in this example, the aforementioned rear crossbeam 104 can be, for example, part of the front subframe 1, and specifically, the rear crossbeam of the front subframe located at the rear end of the front subframe 1. However, besides being the rear crossbeam of the front subframe, the rear crossbeam 104 in this embodiment can also be a beam structure disposed at the rear of the front subframe 1 and disposed independently of the front subframe 1. In this case, the rear crossbeam 104 can, for example, be connected between the connecting beams 3 on both sides to meet its setting requirements.

[0081] It should be noted that, in specific implementation, when the rear crossbeam 104 is set independently of the front subframe 1, its connection to the front subframe 1 is generally also connected to the rear end of the longitudinal beams 101 of the two front subframes. Moreover, when the rear crossbeam 104 is set independently of the front subframe 1, the rear crossbeams of the front subframe 1 can be selectively set as needed.

[0082] In this embodiment, taking the aforementioned rear crossbeam 104 as an example of the rear crossbeam of the front subframe 1, specifically, as a preferred embodiment, the rear crossbeam 104 also has a central crossbeam body 104a and extended sections 104b connected to the left and right ends of the crossbeam body 104a. Each extended section 104b extends outward along the left-right direction of the vehicle, and the rear end of each lower longitudinal beam 1012 is connected to the crossbeam body 104a, while the rear end of each upper longitudinal beam 1011 is connected to the extended section 104b on the same side.

[0083] Thus, the rear crossbeam 104 is composed of a crossbeam body 104a and extended sections 104b on the left and right sides, and the rear end of the lower longitudinal beam 1012 is connected to the crossbeam body 104a, while the rear end of the upper longitudinal beam 1011 is connected to the extended section 104b. This facilitates the connection between the upper and lower longitudinal beams and the rear crossbeam 104, and helps to transmit the collision force at the upper and lower longitudinal beams to the rear crossbeam 104.

[0084] Continue to combine Figure 3 As shown, in a preferred embodiment, since the front ends of the upper and lower longitudinal beams on each side are connected to the front crossbeam 102 of the front subframe, 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, together with the energy-absorbing box 106 of the front subframe located on the front side of the front crossbeam 102 of the front subframe, form a herringbone structure.

[0085] At this time, by connecting the front ends of the upper and lower longitudinal beams on each side to the front crossbeam 102 of the front subframe, and by forming a herringbone structure with the front section of the upper and lower longitudinal beams on each side and the energy absorption box 106 of the front subframe, it is beneficial to transmit the impact force to the upper and lower longitudinal beams, and can further increase the ability of the front subframe longitudinal beam 101 to transmit the impact force.

[0086] In this embodiment, as a preferred implementation, the front sections of the upper longitudinal beam 1011 and the lower longitudinal beam 1012 on each side are provided with a collapsible section 101a. The collapsible section 101a can be bent and deformed when the front subframe longitudinal beam 101 is subjected to a frontal impact force of not less than a preset threshold, thereby guiding the front sections of the upper longitudinal beam 1011 and the lower longitudinal beam 1012 to collapse.

[0087] It is understandable that by setting crumple sections 101a on the upper and lower longitudinal beams respectively, the energy absorption of the crumple sections 101a can be utilized to increase the absorption effect of the collision impact force, thereby 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 form of implementation, continue to combine Figure 4 As shown, in a specific implementation, the collapsible section 101a in the front section of the upper longitudinal beam 1011 and the front section of the lower longitudinal beam 1012 can, for example, include a front part 101b and a rear part 101c of the collapsible section connected along the front-rear direction of the vehicle, and the yield strength of the front part 101b of the collapsible section is greater than the yield strength of the rear part 101c of the collapsible section.

[0089] In this way, by making each side of the crumple section 101a include two connected front and rear parts, and making the yield strength of the front part 101b of the crumple section greater than that of the rear part 101c of the crumple section, crumple deformation can occur at the position of the rear part 101c of the crumple section in the upper and lower longitudinal beams during a frontal collision. Due to the crumple of the rear part 101c of the crumple section, the front part 101b of the crumple section in the upper and lower longitudinal beams moves into the space between the upper and lower longitudinal beams. Ultimately, the crumple section 101a in the upper and lower longitudinal beams can bend, thus ensuring the crumple energy absorption effect of the crumple section 101a on the upper and lower longitudinal beams during the collision.

[0090] In order to make the yield strength of the front part 101b of the collapse section greater than that of the rear part 101c of the collapse section, in specific implementation, for example, the material and thickness of the front part 101b and the rear part 101c of the collapse section can be designed to be different. Alternatively, a structural reinforcement structure can be added to the front part 101b of the collapse section, or a collapse structure can be added to the rear part 101c of the collapse section to meet the yield strength design requirements of the front and rear parts of the collapse section.

[0091] And still see Figure 4 As shown, based on the fact that the yield strength of the front portion 101b of the collapse segment is greater than the yield strength of the rear portion 101c of the collapse segment, in a specific implementation, as a feasible embodiment, this embodiment can, for example, make both the front portion 101b and the rear portion 101c of the collapse segment tubular, and also insert the front end of the rear portion 101c of the collapse segment into the rear end of the front portion 101b of the collapse segment. Thus, by designing the front portion 101b and the rear portion 101c of the collapse segment as tubular, and inserting the rear portion 101c of the collapse segment into the front portion 101b of the collapse segment, the structure of the collapse segment 101a can be made simpler, facilitating the molding and preparation of the collapse segment 101a, while also ensuring the collapse energy absorption effect of the collapse segment 101a.

[0092] Of course, besides designing the front and rear parts of the crumple zone as a tubular structure connected by insertion, this embodiment can also use other configuration methods to achieve the connection between the front part 101b and the rear part 101c of the crumple zone, and cause the crumple zone 101a to bend and deform when the vehicle is involved in a head-on collision. For example, a first mounting part can be provided at the rear end of the front part 101b of the crumple zone, and correspondingly, a second mounting part can be provided at the front end of the rear part 101c of the crumple zone. The first mounting part and the second mounting part are mated together, and the first mounting part and the second mounting part can generally be plates that can be mated together, and can be fixed together by welding or screwing.

[0093] In this embodiment, as a preferred implementation, the middle of both upper longitudinal beams 1011 arches upwards along the vertical direction of the vehicle, and the front shock absorber towers 107 on each side are specifically located 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 provided on each front shock absorber tower 107 for installing the front shock absorber.

[0094] At this point, it is understandable that by arching the middle of the upper longitudinal beam 1011 upwards and placing the front shock absorber tower 107 in the arched position, it not only helps to improve the crumple energy absorption effect of the upper longitudinal beam 1011 in the event of a vehicle collision, especially a head-on collision, but also helps to meet the height requirements of the front shock absorber tower 107 in the whole vehicle.

[0095] Based on the integration of the front damping tower 107 onto the upper longitudinal beam 1011, in a specific embodiment, as a preferred implementation, it remains as follows: Figure 3 As shown, in this embodiment, the connection between the upper longitudinal beam 1011 and the front shock absorber tower 107 can also be a straight structure arranged along the front-rear direction of the vehicle. In this way, setting the connection between the upper longitudinal beam 1011 and the front shock absorber tower 107 as a straight structure can facilitate the integrated installation of the front shock absorber tower 107, and also help to improve the collision force transmission capability of the upper longitudinal beam 101.

[0096] Continue as Figure 5 As shown, in a specific implementation, the aforementioned front shock absorber mounting structure located on the front shock absorber tower 107 can, for example, be a front shock absorber mounting hole located at the top of the front shock absorber tower 107, and a through hole for accommodating the top of the front shock absorber. Meanwhile, to increase the rigidity of the front shock absorber mounting position, preferably, this embodiment can also form a protruding boss 107a on the top of the front shock absorber tower 107, such that the aforementioned mounting hole for mounting the front shock absorber and the through hole for accommodating the top of the front shock absorber are both located on this boss 107a.

[0097] In addition to providing the aforementioned boss 107a, as a preferred embodiment, this embodiment may also include... Figure 1 and Figure 4As shown, reinforcing flanges 107b are provided on both the front and rear sides of the front shock absorber tower 107, and the bottom of the reinforcing flanges 107b on both the front and rear sides is connected to the upper longitudinal beam 1011, while the top of the reinforcing flanges 107b on both the front and rear sides is connected to the top of the front shock absorber tower 107.

[0098] With the reinforcing flanges 107b provided on both the front and rear sides of the front shock absorber tower 107, it can be understood that they 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, see continue to refer to Figure 2 and Figure 3 As shown, in a preferred embodiment, a support beam 108 may also be provided between the lower longitudinal beam 1012 and the upper longitudinal beam 1011 on each side, and the bottom end of each support beam 108 is connected to the lower longitudinal beam 1012. The connection point between each support beam 108 and the upper longitudinal beam 1011 is specifically located below the front shock absorber tower 107 on the same side.

[0100] At this point, by installing a support beam 108 located below the front shock absorber tower 107 between the upper and lower longitudinal beams on each side, the upper longitudinal beam 1011 and the front shock absorber tower 107 can be supported, thereby improving the dynamic stiffness of the front shock absorber tower 107. In specific implementation, the top of the aforementioned support beam 108 is generally connected to the upper longitudinal beam 1011 by a bolted structure. At the same time, the connection between the support beam 108 and the lower longitudinal beam 1012 can correspond to the crossbeam 103 in the front subframe to increase the support capacity of the support beam 108.

[0101] In this embodiment, continue as follows Figures 6 to 9 As shown, for the rear subframe 2, similar to the rear subframe 2 installed in the existing vehicle, the rear subframe 2 in this embodiment also has a rear subframe crossbeam connected between the longitudinal beams 201 of the two rear subframes, and the rear subframe crossbeam includes a rear subframe front crossbeam 203 provided near the front end of the rear subframe longitudinal beam 201, and a rear subframe rear crossbeam 204 provided near the rear end of the rear subframe longitudinal beam 201.

[0102] Meanwhile, as a preferred embodiment, in this example, the connecting longitudinal beams 202 on both sides extend along the longitudinal direction of the entire vehicle, and each connecting longitudinal beam 202 is connected between the front and rear ends of the rear subframe longitudinal beam 201 on the same side. This connection between the connecting longitudinal beams 202 and the rear subframe longitudinal beam 201 allows the connecting longitudinal beams 202 to better participate in collision force transmission, further improving the collision force transmission effect of the rear subframe 2.

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

[0104] At this point, it is understandable that by setting the front crossbeam 208, the structural strength and rigidity of the front of the rear subframe 2 can be increased. At the same time, the front crossbeam 208, the rear subframe crossbeam, and the rear subframe longitudinal beams 201 and connecting longitudinal beams 202 on each side are connected to form multiple ring structures. The ring structure can take advantage of its high strength to ensure the overall structural strength and rigidity of the rear subframe 2, which is beneficial to improving the torsional rigidity of the rear of the vehicle.

[0105] In this embodiment, continue as follows Figure 7 As shown, the front ends of the longitudinal beams 201 of the rear subframe on both sides are provided with front mounting points 2a of the rear subframe for connecting with the vehicle body, and the aforementioned front crossbeam is located between the front mounting points 2a of the rear subframe on both sides. At the same time, the front ends of the connecting longitudinal beams 202 on each side also converge at the front mounting point 2a of the rear subframe on the same side.

[0106] At this time, the aforementioned rear subframe front mounting points 2a on each side can be, for example, connecting holes located at the front end of the rear subframe longitudinal beam 201, with bushings fitted into the connecting holes to connect the rear subframe 2 and the vehicle body. Furthermore, it is understood that by positioning the front crossbeam 208 between the two rear subframe front mounting points 2a, and by having the front ends of the connecting longitudinal beams 202 on each side converge at the same rear subframe front mounting point 2a, the rigidity of the front mounting position of the rear subframe 2 is increased, thereby enhancing the dynamic rigidity of the assembled rear subframe 2.

[0107] In a specific implementation, in this embodiment, for example, the cross section of the front crossbeam 208 along the front-rear direction of the vehicle can be set as a closed cavity structure. In this way, by making the cross section of the front crossbeam 208 a closed cavity, the structural strength of the front crossbeam 208 itself can be guaranteed.

[0108] In addition, by Figure 6 and combined Figure 9 As shown, in a preferred embodiment, the front crossbeam 208 can be further arched downwards along the vertical direction of the vehicle, and the front crossbeam 208 also has a straight section 2081 in the middle and bent sections 2082 on the left and right sides. Both bent sections 2082 are inclined upwards, and the front crossbeam 208 is connected to the rear subframe longitudinal beam 201 through the bent sections 2082.

[0109] It is understandable that by arching the front crossbeam 208 and having a straight section 2081 and a bent section 2082, the structural strength of the front crossbeam 208 itself can be increased by utilizing the high strength of the arched structure. On the other hand, the straight section 2081 also makes the front crossbeam 208 suitable as a mounting 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 subframe structure, a rear subframe anti-collision beam 205 is provided at the rear end of the rear subframe 2, and the rear ends of the longitudinal beams 201 of the rear subframe on both sides are also connected to the energy-absorbing boxes 206 of the rear subframe. The aforementioned rear subframe anti-collision beam 205 is connected to the energy-absorbing boxes 206 of the rear subframe on both sides to realize the setting at the rear end of the rear subframe 2.

[0111] At this point, the aforementioned rear subframe anti-collision beam 205 and each rear subframe energy-absorbing box 206 can adopt the conventional anti-collision beam and energy-absorbing box structure used in existing vehicle bodies. Furthermore, 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-impact force transmission performance of the rear subframe 2, allowing the collision force to be better transmitted forward along the rear subframe longitudinal beam 201 and connecting longitudinal beam 202, avoiding single-position force application and difficulty in dispersing the collision force, resulting in excessive deformation. On the other hand, the aforementioned rear subframe anti-collision beam 205 can also serve as a pedestrian anti-pedage crossbeam at the rear of the vehicle, improving safety during reversing.

[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, this embodiment can achieve energy absorption through the collapse of the rear subframe energy absorption box 206, which helps to further improve the safety of the vehicle in a rear-end collision.

[0113] See also Figure 7 As shown, based on the arrangement of the connecting longitudinal beams 202 on each side and the energy-absorbing box 206 of the rear subframe, preferably, in this embodiment, the rear sections of the rear subframe longitudinal beams 201 and connecting longitudinal beams 202 on each side, as well as the energy-absorbing box 206 of the rear subframe on the same side, together form a herringbone structure. In this way, by having the rear sections of the rear subframe longitudinal beams 201 and connecting longitudinal beams 202, as well as the energy-absorbing box 206 of the rear subframe, form a herringbone structure, it is beneficial to transfer the collision force to the rear subframe longitudinal beams 201 and connecting longitudinal beams 202, thereby further increasing the ability to transfer collision force.

[0114] In this embodiment, in addition to the aforementioned front mounting point 2a of the rear subframe, rear mounting points 2b for connecting to the vehicle body are also provided at the rear ends of the longitudinal beams 201 of both rear subframes. In this case, the rear mounting points 2b on each side can also be connection holes and bushings fitted therein. Furthermore, preferably in this embodiment, the connecting longitudinal beams 202 and the energy-absorbing box 206 on each side can converge at the rear mounting point 2b on the same side.

[0115] Thus, by having the connecting longitudinal beams 202 on each side and the energy-absorbing box 206 of the rear subframe converge at the rear mounting point 2b of the rear subframe, it is also possible to increase the rigidity of the rear mounting position of the rear subframe 2, thereby further improving the dynamic rigidity of the assembled rear subframe 2.

[0116] In this embodiment, it remains as follows Figure 6 As shown, in a preferred embodiment, the middle part of the connecting longitudinal beams 202 on both sides is arched upward along the vertical direction of the whole vehicle, and the top of the arched part of the connecting longitudinal beams 202 on both sides can be set as a straight section arranged along the front-rear direction of the whole vehicle.

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

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

[0119] Furthermore, the aforementioned rear shock absorber mounting structure can generally be a rear shock absorber mounting hole located at the top of the rear shock absorber tower 207. Additionally, to accommodate the top of the rear shock absorber, this embodiment can also have an upwardly convex protrusion 207a formed on the top of the rear shock absorber tower 207. The aforementioned rear shock absorber mounting holes can be distributed on two opposite sides of the protrusion 207a.

[0120] See also Figure 7As shown in the preferred embodiment, in this example, viewed from the vertical direction of the vehicle, the energy-absorbing boxes 206 on each side of the rear subframe and the connecting longitudinal beams 202 on the same side are arranged in a straight line. By aligning the energy-absorbing boxes 206 and the connecting longitudinal beams 202 in a straight line, the continuity of the force transmission channel formed by the energy-absorbing boxes 206 and the connecting longitudinal beams 202 is increased, allowing for smoother force transmission during collisions and facilitating the distribution of collision forces along the connecting longitudinal beams 202.

[0121] In this embodiment, it remains as follows Figure 1 As shown, in the left-right direction of the vehicle, based on the connection of the two side connecting beams 3 to the front and rear subframes, as a preferred embodiment, the connecting beams 3 on each side are also located on the side of the front subframe longitudinal beam 101 and the rear subframe longitudinal beam 201 that are closer to the outside of the vehicle.

[0122] At this point, the connecting beams 3 on each side are as follows: Figure 1 As shown, the front subframe longitudinal beam 101 and the rear subframe longitudinal beam 201 located on the same side near the outside of the vehicle, in this embodiment, help to achieve the Y-direction cross-sectional change of the front and rear parts of the monocoque body, and can meet the matching design requirements between the chassis and the body frame in the monocoque body.

[0123] In specific implementation, 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 connected to the ends of the extended sections 104b on the left and right sides of the rear crossbeam 104, respectively. At the same time, the rear ends of the connecting beams 3 on both sides are connected to the front ends of the longitudinal beams 201 of the rear subframe on both sides. In this way, the rear crossbeam 104, the front crossbeam 208, and the connecting beams 3 on both sides together define the battery pack installation space Q for installing the battery pack 5. The battery pack installation space Q is formed between the front crossbeam 208, the rear crossbeam 104, and the connecting beams 3 on both sides, which helps to make the formed ring frame structure a rigid, encircling structure that adapts to the shape of the battery pack, thereby better improving the collision safety of the battery pack 5.

[0124] It should be noted that the extension section 104b in the rear crossbeam 104 facilitates the connection with the connecting beams 3 on both sides. Meanwhile, see also... Figure 1 This also helps to achieve the Y-direction (left-right direction of the whole vehicle) cross-section change of the front of the load-bearing body, that is, the connecting beams 3 on each side and the longitudinal beams 101 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 of the body at the front subframe 1 smaller.

[0125] 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.

[0126] In this embodiment, it is still combined with Figure 1 and Figure 6 As shown in the figure, in a preferred embodiment, each side connecting beam 3 has an inclined connecting section 3a at its rear end. Each side connecting section 3a is connected to the front end of the rear subframe longitudinal beam 201 on the same side through the connecting section 3a. Furthermore, the distance between the two connecting sections 3a gradually decreases from front to back in the front-rear direction of the vehicle.

[0127] At this point, by setting an inclined connecting section 3a at the rear end of each side connecting beam 3, it is also possible to facilitate the connection between the connecting beam 3 and the rear subframe longitudinal beam 201. Furthermore, the distance between the two connecting sections 3a is set to gradually decrease from front to back. Similar to the design of the aforementioned extended section 104b, it is also possible to achieve the Y-direction section change of the rear of the load-bearing body. This 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.

[0128] In this embodiment, see still Figure 7 As shown, based on the connection between the connecting beams 3 on each side and the front end of the rear subframe longitudinal beam 201, the connecting beams 3 on each side can also be connected to the rear subframe longitudinal beam 201 and the connecting longitudinal beam 202 to form a herringbone structure. The herringbone structure formed helps to transfer the impact force at the rear subframe 1 to the connecting beams 3, so as to disperse it forward through the connecting beams 3.

[0129] It is worth noting that, in specific implementation, the connecting beams 3 on both sides of this embodiment can be, for example, an integrally formed beam structure, specifically an integral closed structure. Furthermore, the connecting beams 3 can also be connected to the rear crossbeams 104 and the rear subframe longitudinal beams 201 in the front and rear subframes via welding. In this case, it can be understood that by utilizing the closed section, the structural strength of the connecting beams 3 can be guaranteed by leveraging the high strength of the cavity structure.

[0130] Of course, in addition to being an integral structure, the connecting beam 3 in this embodiment can also adopt other structures, such as a welded steel profile structure, an extruded aluminum alloy profile 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 integral structure, as a preferred implementation, the length of the connecting beams 3 on both sides can be adjusted along the front and rear directions of the vehicle, and at the same time, fixing structures 3d are set on the connecting beams 3 on both sides respectively, so as to fix the adjusted length of the connecting beams 3 through the fixing structures 3d.

[0132] At this point, by making the length of the connecting beams 3 on both sides adjustable and setting a fixing structure for fixing the length of the connecting beams 3, 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.

[0133] In practice, the length adjustment position of the connecting beams 3 on both sides can be as follows: Figure 1 The reference numeral A indicates, and, as Figure 10 As shown, in order to make the length of the connecting beam 3 adjustable, for example, the two longitudinal beam segments 3c that are broken at position A can be connected by a plug-in method. At the same time, the above-mentioned fixing structure 3d can be fixed by a threaded sleeve and bolt.

[0134] The threaded sleeve can be fixed within one of the longitudinal beam segments 3c, and connection through holes are provided on both longitudinal beam segments 3c, with multiple connection through holes spaced apart on the outer longitudinal beam segment 3c. 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, thus achieving the adjustment and fixation of the length of the connecting beam 3.

[0135] Furthermore, it should be noted that when the lengths of the connecting beams 3 on both sides are adjustable, the side step mounting plates 4, which are installed on the side of each connecting beam 3 facing outwards, should be detachably connected to the connecting beam 3. In practice, side step mounting plates 4 of appropriate 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 a preferred embodiment, side step mounting plates 4 can be further provided on the side of each connecting beam 3 facing outward in the left-right direction of the vehicle. The side step mounting plates 4 on each side extend in 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 point, by installing a side step panel and side step trim on the side step mounting surface 4a, a side step that assists passengers in getting in and out of the vehicle can be formed. Furthermore, by connecting the aforementioned side step mounting plate 4 to the outside of the connecting beam 3, it can be understood that it serves as both a base for side step assembly and a side collision energy-absorbing structure, thus achieving a dual-purpose design, saving on the side step mounting frame, and also contributing to the lightweight design of the vehicle body.

[0138] In practical implementation, it should be noted that the side tread mounting plates 4 on each side can be detachably connected to the connecting beam 3 on the same side via connectors. This allows the side tread mounting plates 4 to be detachably connected to the connecting beam 3 on the same side via connectors, which facilitates the assembly of the side tread mounting plates 4 and also facilitates the maintenance and replacement of the side tread mounting plates 4 in the future.

[0139] Of course, in addition to the detachable configuration mentioned above, in specific implementations, this embodiment can also make the side step mounting plates 4 and the connecting beams 3 on the same side integrally formed. In this way, the side step mounting plates 4 and the connecting beams 3 are integrally formed, which can reduce the manufacturing cost of the connecting beams 3 and the side step mounting plates 4, and can also better ensure the structural strength of the connecting beams 3 and the side step mounting plates 4, thereby improving the overall rigidity of the chassis structure.

[0140] The detachable side step mounting plate 4 can be made of steel or aluminum alloy profiles, and the connectors can typically be threaded to secure the side step mounting plate 4 to the connecting beam 3. Alternatively, the side step mounting plate 4 and the connecting beam 3 can be integrally formed, for example, both can be made of steel or aluminum alloy profiles, or they can be made of rolled steel.

[0141] like Figure 11 As shown, this 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 structure, 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 provided in both. Simultaneously, to improve the collision energy absorption effect of the side step mounting plate 4 during a side collision, a collapsible guide rib 4b extending in a bent shape can also be provided at the bottom of the side step mounting plate 4.

[0142] At this time, vertical reinforcing ribs 4c and crash guide 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 crash energy absorption capacity, so that one side of the side step mounting plate 4 becomes a crash 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 setting 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 Figure 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 crash energy absorption of one side of the side step mounting plate 4 to protect the battery pack inside the connecting beam ③.

[0144] As Figure 12 shown is an exemplary cross-sectional form when the above-mentioned side step mounting plate 4 and connecting beam 3 adopt a steel roll-formed structure. It should be noted that when adopting the roll-formed structure, the integrally formed side step mounting plate 4 and connecting beam 3 generally adopt the Figure 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 roll-formed side step mounting plate 4 and connecting beam 3 adopt other cross-sectional forms.

[0145] For the chassis structure of this embodiment, on the basis of setting two side connecting beams 3, especially by connecting the two side connecting beams 3 between the front and rear subframes, on the basis of the traditional unibody structure, the front and rear subframes can be connected via the two side connecting beams 3. In this way, by adopting the unibody structure with front and rear subframes, the light weight of the unibody structure can be utilized to achieve the lightweight of the vehicle body and improve the endurance of the whole vehicle.

[0146] Through the setting of the two side connecting beams 3, connecting the front and rear subframes, and jointly defining the battery pack installation space Q by the rear crossbeam 104, the front crossbeam 208 and the two side connecting beams 3, the chassis structure of this embodiment can also form a battery pack ring frame structure with the help of the connection setting of the connecting beam 3. During a collision, the battery pack 5 can move together with the ring 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 safety quality of the whole vehicle.

[0147] Furthermore, it should be noted that the chassis structure described in this embodiment, since the front and rear ends of the chassis are still front and rear subframes, and the Y-axis cross-section of the subframe structure is smaller than that of the frame in a non-load-bearing body, and the longitudinal beams at the subframe positions use a curved longitudinal beam structure, makes the chassis structure of this embodiment a structural innovation in the form of a subframe, which is 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 3 between the front and rear subframes in a load-bearing body, rather than the integrated beam structure found in a non-load-bearing body.

[0148] Of course, in the implementation where the connecting beam 3 connects to the front and rear subframes, precisely because of the integrated structure of the front and rear subframes connected by the connecting beam 3, 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 5. Thus, it not only improves upon the shortcomings of the monocoque body structure but also possesses the advantages of the non-monocoque body structure, thereby significantly enhancing the overall quality of the vehicle.

[0149] Example 2

[0150] This embodiment relates to a vehicle, specifically a new energy vehicle equipped with a battery pack, and more specifically, the vehicle is preferably a pure electric vehicle. This vehicle also incorporates the chassis structure described in Embodiment 1, and combines... Figure 13 As shown, a battery pack 5 is disposed within the battery pack mounting space Q.

[0151] It should be noted that, based on the chassis structure of Embodiment 1, the vehicle in this embodiment is assembled in the same way as the existing load-bearing body assembly method, with the bottom subframe being assembled onto the upper body, and the upper body frame being the main load-bearing component in the vehicle. The chassis components are also assembled into the body by relying on the front and rear subframes.

[0152] Furthermore, when a vehicle is involved in a collision, the upper body frame, along with the front and rear subframes and connecting beams 3 in the chassis, participate in absorbing and transmitting the collision force, unlike in a non-load-bearing body where the frame beam alone transmits force and absorbs energy.

[0153] The vehicle in this embodiment, by adopting the chassis structure of Embodiment 1, can, on the one hand, increase the collision force transmission capacity of the front and rear subframes and facilitate lightweight and styling design of the vehicle body. On the other hand, the specific arrangement of the connecting beams 3 on both sides, especially by connecting the connecting beams 3 between the front and rear subframes, allows the front and rear subframes to be connected via the connecting beams 3 on both sides, based on a traditional monocoque body. This not only facilitates vehicle weight reduction and improves the overall vehicle range, but also reduces the collision impact on the battery pack 5, increases the collision safety of the battery pack 5, and helps improve the overall vehicle safety quality.

[0154] Furthermore, by adopting the chassis structure in Embodiment 1, particularly based on the integration of the front shock absorber tower 107 and the rear shock absorber tower 207 on the front and rear subframes respectively, this embodiment not only makes the overall chassis structure a skateboard-type chassis, but also, as Figure 14 As shown, it can also eliminate the influence of the distribution of shock absorber towers on the body structure in a monocoque body. As a result, as mentioned in Embodiment 1, the front engine compartment longitudinal beam and front engine compartment side beam can be omitted, and the rear floor longitudinal beam can be omitted. This allows only the central passenger compartment to be retained in the body 6, making the body design simpler and achieving the effects of body weight reduction and facilitating body styling design.

[0155] At this point, it should be noted that the front and rear sides of the passenger compartment can be connected to the front and rear subframes via profiles or beams, while the front engine compartment and trunk area at the front and rear of the vehicle can be matched only according to the overall vehicle styling design.

[0156] In addition, in this embodiment, the connecting beams 3 on both sides are typically located below the sill beams 7 on the same side of the vehicle body, and connecting members are provided on both the left and right sides of the battery pack 5 to facilitate the assembly of the battery pack 5. In this preferred embodiment, at least a portion of the connecting members on each side can connect the battery pack 5, the connecting beams 3, and the sill beams 7 together, so that the chassis structure and the vehicle body 6 can be connected simultaneously during the assembly of the battery pack 3.

[0157] Specifically, in practice, this embodiment may, for example, provide connecting brackets 501 on the left and right sides of the battery pack 2, and connect each connecting bracket 501 to the lower part of the connecting beam 3 on the same side through a connector, so as to realize the assembly of the battery pack 2, and the connector can be connected to the threaded sleeve provided in the connecting beam 3.

[0158] At this time, the aforementioned connector can be, for example, made by Figure 15 The first connector 200 and Figure 16The second connector 400 is formed, and correspondingly, the threaded sleeve provided in the connecting beam 3 corresponding to the first connector 200 can be called the first threaded sleeve 100, and the threaded sleeve provided in the connecting beam 3 corresponding to the second connector 400 can be called the second threaded sleeve 300. Moreover, the top of the second threaded sleeve 300 is also configured to extend out of the connecting beam 3 and is arranged correspondingly to the mounting structure provided in the sill beam 7.

[0159] Through the cooperation of the first connector 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 second connector 400 passing through the second threaded sleeve 300 and connecting to the mounting structure in the sill beam 7, this embodiment can connect the battery pack 5, the connecting beam 3 and the sill beam 7 together.

[0160] In this way, the second connector 400 can connect the battery pack 5, the connecting beam 3, and the sill beam 7 together. This embodiment can simultaneously achieve the installation of the battery pack 5 and the connecting beams 3 on both sides of the battery pack 5 within the vehicle body, thus realizing an integrated design for the battery pack 5 installation structure. Using this integrated design, it is unnecessary to separately set up connection structures between the connecting beams 1 on both sides of the battery pack 5 and the vehicle body, thereby reducing the overall vehicle installation cost.

[0161] In this embodiment, it should be noted that, as a preferred implementation, the second connector 400, which connects the battery pack 5, the connecting beam 3, and the sill beam 7, is generally distributed at the four front and rear corners near the battery pack 5. The first connector 200, which connects only the battery pack 5 and the connecting beam 3, can be configured as multiple connectors spaced apart along the front-rear direction of the vehicle.

[0162] Furthermore, in practical implementation, the aforementioned first threaded pipe 100 or second threaded sleeve 300 can both adopt existing pipe structures with connecting threads formed on the inner wall, and the aforementioned first connector 200 and second connector 400 can be bolts of appropriate length. The mounting structure set in the sill beam 7 can adopt a projection weld nut or a similar structure to achieve a screw connection with the second connector 400.

[0163] The vehicle in this embodiment, by setting the chassis structure in Embodiment 1, can reduce the collision impact on the battery pack 5, thereby increasing the collision safety of the battery pack 5. It also helps to simplify the body structure, reduce the body weight, and contribute to the lightweight design and styling design of the body, thus having 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 principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A chassis structure, characterized in that: It 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) connecting the front subframe (1) and the rear subframe (2). The front subframe (1) is located below the front engine compartment at the front of the vehicle, and the front subframe longitudinal beams (101) on the left and right sides of the front subframe (1) each have an upper longitudinal beam (1011) and a lower longitudinal beam (1012) arranged vertically, and front shock absorber towers (107) are respectively provided on the upper longitudinal beams (1011) on both sides. The rear subframe (2) is located below the rear floor at the rear of the vehicle, and the rear subframe (2) has rear subframe longitudinal beams (201) on the left and right sides respectively. Along the left and right direction of the whole vehicle, a connecting longitudinal beam (202) is provided on the side of the rear subframe longitudinal beam (201) facing outwards on both sides, and a rear shock absorber tower (207) is provided on each connecting longitudinal beam (202). The connecting beam (3) consists of two beams located on the left and right sides, and the front subframe (1), the rear subframe (2), and the connecting beams (3) on both sides together define the battery pack installation space (Q) where the battery pack (5) is installed. The connecting beams (3) on both sides are respectively located below the door sill beam (7) on the same side of the vehicle body, and the battery pack (5) is provided with connecting brackets (501) on the left and right sides respectively. The connecting brackets (501) on each side are connected to the connecting beam (3) on the same side through connectors. The connector consists of a first connector (200) and a second connector (400). The first connector (200) connects the battery pack (5) and the connecting beam (3) together. The second connector (400) is connected to the mounting structure in the sill beam (7) to connect the battery pack (5), the connecting beam (3) and the sill beam (7) together. The second connector (400) that connects the battery pack (5), the connecting beam (3) and the sill beam (7) is distributed at the four front and rear corners near the battery pack (5), and the first connector (200) that connects the battery pack (5) and the connecting beam (3) is arranged in multiple spaced-out positions.

2. The chassis structure according to claim 1, characterized in that: In the left-right direction of the vehicle, the connecting beams (3) on each side are located on the side of the front subframe longitudinal beam (101) and the rear subframe longitudinal beam (201) that are close to the outside of the vehicle.

3. The chassis structure according to claim 2, characterized in that: The rear of the front subframe (1) is provided with a rear crossbeam (104). The front ends of the connecting beams (3) on both sides are connected to the left and right ends of the rear crossbeam (104) respectively, and are connected to the longitudinal beams (101) of each front subframe through the rear crossbeam (104); 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 subframe on both sides.

4. The chassis structure according to claim 3, characterized in that: A front crossbeam (208) is connected between the rear subframe longitudinal beams (201) and the connecting beams (3) on both sides. The battery pack mounting space (Q) is formed between the front crossbeam (208), the rear crossbeam (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 subframe 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 subframe longitudinal beam (201) and the connecting beam (3) on the same side are connected.

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 crossbeam (102) of the front subframe, and the front section of the upper longitudinal beam (1011) and the lower longitudinal beam (1012) on each side has a collapsible section (101a). The collapsible section (101a) can bend and deform when the front subframe longitudinal beam (101) is subjected to a frontal impact force not less than a preset threshold, and guide 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 beams (1011) and lower longitudinal beams (1012) on each side intersect, and the front sections of the upper longitudinal beams (1011) and lower longitudinal beams (1012) on each side, together with the energy-absorbing box (105) of the front subframe located in front of the front crossbeam (102) of the front subframe, form a herringbone structure; and / or, The crumple 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 includes a front part and a rear part of the crumple section (101a) connected along the front-rear direction of the whole vehicle. The yield strength of the front part of the crumple section (101a) is greater than the yield strength of the rear part of the crumple section (101a).

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

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

9. The chassis structure according to claim 8, characterized in that: The rear sections of the rear subframe longitudinal beams (201) and the connecting longitudinal beams (202) on each side, together with the energy-absorbing box (206) of the rear subframe on the same side, form a herringbone structure; and / or, Viewed from the top and bottom of the vehicle, the energy-absorbing boxes (206) of the rear subframe on each side and the connecting longitudinal beams (202) on the same side are arranged in a straight line.

10. The chassis structure according to claim 1, characterized in that: The middle part of the connecting longitudinal beams (202) on both sides is arched upward along the vertical direction of the whole vehicle, and the top of the arched part of the connecting longitudinal beams (202) on both sides is a straight section arranged along the front and rear direction of the whole vehicle. The rear shock absorber towers (207) on each side are 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 the shock absorber spring mounting base (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 are adjustable along the front-rear direction of the vehicle, and each of the connecting beams (3) on both sides is provided with a fixing structure (3d), which is used to fix the adjusted length of the connecting beams (3); and / or, In the left-right direction of the vehicle, each side of the connecting beam (3) is connected to a side step mounting plate (4) on the side facing outward. The side step mounting plate (4) extends along the front-rear direction of the vehicle and has a side step mounting surface (4a) on the top of the side step mounting plate (4).

12. A vehicle, characterized in that: The vehicle is provided with a chassis structure as described in any one of claims 1 to 11.

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