Sliding plate chassis and vehicle

Abstract

The invention provides a sliding plate chassis and a vehicle, relates to the technical field of vehicles, and aims to solve the problem that an electric driving assembly is complex to mount and dismount. The sliding plate chassis comprises a main frame and an electric driving assembly. The main frame comprises a first longitudinal beam, a second longitudinal beam and a plurality of cross beams; the first longitudinal beams and the second longitudinal beams are arranged at intervals in the vehicle width direction, each cross beam is connected between the corresponding first longitudinal beam and the corresponding second longitudinal beam, and the multiple cross beams are arranged at intervals; the electric driving assembly is arranged between the front section of the first longitudinal beam and the front section of the second longitudinal beam, and the front section of the first longitudinal beam and the front section of the second longitudinal beam are each of a single-layer beam structure. Or the electric driving assembly is arranged between the rear section of the first longitudinal beam and the rear section of the second longitudinal beam, and the rear section of the first longitudinal beam and the rear section of the second longitudinal beam are each of a single-layer beam structure. According to the sliding plate chassis, in the vertical direction, no cross beam blocks the electric driving assembly, the disassembly and assembly difficulty is low, and the production efficiency and after-sale are improved.

Description

Skateboard chassis and vehicle Technical Field

[0001] The present application relates to the technical field of vehicles, and in particular to a skateboard chassis and a vehicle. Background Art

[0002] For vehicles equipped with a traditional monocoque superstructure, assembly and performance requirements necessitate the chassis to be connected to the superstructure via front and rear subframes. The electric drive system, front-end module system, and chassis systems including suspension, steering, and braking are pre-assembled to the front and rear subframes to form the front and rear axle assemblies, which are then assembled with the superstructure to complete the vehicle.

[0003] The skateboard chassis, a product of the development needs for split upper and lower vehicle components, differs significantly in structure from the chassis of traditional monocoque vehicles. In a skateboard chassis, the main frame already houses the chassis and powertrain. Instead of a separate subframe, the main and subframes are integrated.

[0004] However, this integration method is only a simplification of the simple connection method, for example, changing the bolt connection or bushing connection to welding, but the structural frame is still relatively complex, occupies a large vertical space, and the installation and disassembly of the electric drive components are complicated.

[0005] Summary of the Invention

[0006] The present application provides a skateboard chassis and a vehicle, which are used to improve the integration of the main frame, reduce the space occupied in the vertical direction, and facilitate the disassembly and installation of electric drive components.

[0007] In a first aspect, the present application provides a skateboard chassis, comprising: a main frame and an electric drive assembly; the main frame comprising a first longitudinal beam and a second longitudinal beam spaced apart along the width of the vehicle, and a plurality of cross beams spaced apart and connected between the first and second longitudinal beams; to reduce vertical space occupation, two solutions are provided: in one embodiment, the electric drive assembly is disposed between the front section of the first longitudinal beam and the front section of the second longitudinal beam, and both the front section of the first longitudinal beam and the front section of the second longitudinal beam are single-layer beam structures; or in another embodiment, the electric drive assembly is disposed between the rear section of the first longitudinal beam and the rear section of the second longitudinal beam, and both the rear section of the first longitudinal beam and the rear section of the second longitudinal beam are single-layer beam structures. By adopting a single-layer beam structure, vertical space occupation can be reduced, and no cross beams block the electric drive assembly in the vertical direction. When assembling the skateboard chassis, the electric drive assembly can be placed vertically from top to bottom, which reduces installation difficulty, improves production efficiency, and enhances assembly precision. Without cross beams blocking the bottom, the electric drive assembly can be easily removed from below, facilitating after-sales maintenance. Compared with the double-layer longitudinal beam structure, the structure is simplified, does not require too many structural parts such as beams and columns, and has a high degree of integration.

[0008] In one specific embodiment, the electric drive assembly includes a transmission axle for transmitting power. To facilitate the transmission axle's passage, a first through-hole extending through the first longitudinal beam along the vehicle width is provided at the location corresponding to the electric drive assembly, and the transmission axle extends through the first through-hole. Alternatively, a second through-hole extending through the second longitudinal beam along the vehicle width is formed at the location corresponding to the electric drive assembly, and the transmission axle extends through the second through-hole. This allows the steering gear to be positioned between the first and second longitudinal beams, facilitating vertical spatial reuse and reducing the height of the longitudinal beam structure, thereby lowering the passenger compartment floor and increasing passenger compartment space.

[0009] In a specific feasible implementation scheme, during the operation of the vehicle, the transmission half-shaft will experience an appropriate degree of vibration, and the farther away from the electric drive component, the greater the vibration amplitude. For this reason, the inner diameter of the first through-hole gradually increases in the direction away from the second longitudinal beam; for the same reason, the inner diameter of the second through-hole gradually increases in the direction away from the first longitudinal beam.

[0010] In a specific feasible implementation plan, in order to connect the suspension with the main frame, the skateboard chassis also includes multiple first suspension swing arms and multiple second suspension swing arms. These first suspension swing arms are hinged to the first longitudinal beam or cross beam, and in the vertical direction, the projection of each first suspension swing arm overlaps with the projection of the first longitudinal beam. In this way, spatial reuse is achieved in the vehicle width direction, which can reduce the occupied space and increase the length of the first suspension swing arm; similarly, these second suspension swing arms are also hinged to the second longitudinal beam or cross beam, and the projection of each second suspension swing arm overlaps with the projection of the second longitudinal beam, which is also conducive to achieving spatial reuse in the vehicle width direction, reducing the occupied space and increasing the length of the second suspension swing arm.

[0011] In a specific feasible implementation scheme, at least a portion of the first suspension swing arm is hinged to at least one surface of the first longitudinal beam in the vertical direction. This surface of the first longitudinal beam is convenient for installing the first suspension swing arm, and the first suspension swing arm has a large movable space and a high degree of freedom; at least a portion of the second suspension swing arm is hinged to at least one surface of the second longitudinal beam in the vertical direction, which also has the above-mentioned effect.

[0012] In a specific feasible implementation scheme, the skateboard chassis also includes a steering gear, which includes a strip-shaped shell. In order to fix the above-mentioned steering gear, a first connecting structure is provided on the first longitudinal beam, and a second connecting structure is provided on the second longitudinal beam. The first connecting structure and the second connecting structure can be arranged relative to each other along the width direction of the vehicle, and the strip-shaped shell is connected between the first connecting structure and the second connecting structure to form a crossbeam, thereby improving the integration and simplifying the structure.

[0013] In a specific possible implementation scheme, in order to reduce the space occupied in the vertical direction, the first connecting structure is located on the surface of the first longitudinal beam facing the second longitudinal beam, and the second connecting structure is located on the surface of the second longitudinal beam facing the first longitudinal beam, thereby achieving spatial reuse in the vertical direction.

[0014] The first and second connecting structures can take various forms. To facilitate assembly and disassembly, the following specific forms are provided. In one embodiment, the first connecting structure includes two mutually parallel first clamping plates, and the second connecting structure includes two mutually parallel second clamping plates. One end of the strip housing is detachably connected between the two first clamping plates, and the other end is detachably connected between the two second clamping plates. This facilitates vertical assembly and disassembly and limits the longitudinal position of the strip housing.

[0015] In a specific feasible implementation scheme, the steering gear also includes a steering rod extending from both ends of the bar-shaped housing; in order to provide a storage position for the steering rod and reduce the space occupied in the vertical direction, a first avoidance hole is provided at the position corresponding to the first longitudinal beam and the first connecting structure, which passes through the first longitudinal beam along the vehicle width direction, so that the steering rod passes through the first avoidance hole; similarly, a second avoidance hole is provided at the position corresponding to the second longitudinal beam and the second connecting structure, which passes through the second longitudinal beam along the vehicle width direction, and the steering rod passes through the second avoidance hole. For models with only unilateral steering, only the first avoidance hole or the second avoidance hole can be retained. The above scheme allows the electric drive component to be arranged between the first longitudinal beam and the second longitudinal beam, realizing space reuse in the vertical direction, providing feasibility, lowering the height of the longitudinal beam structure, thereby reducing the height of the passenger compartment floor and increasing the passenger compartment space.

[0016] In a specific feasible implementation scheme, the steering rod will bounce, and the farther away from the bar shell, the greater the bounce amplitude. For this reason, the inner diameter of the first avoidance hole gradually increases in the direction away from the second longitudinal beam; similarly, the inner diameter of the second avoidance hole gradually increases in the direction away from the first longitudinal beam to provide a bounce space for the transmission half shaft.

[0017] In a specific feasible implementation scheme, a suspension bracket is required to provide stable support for the electric drive assembly. Here, the suspension bracket is connected to the bar-shaped shell, and the electric drive assembly is connected to the suspension bracket through a support shaft, wherein the suspension bracket has a support hole, and the support shaft is located in the support hole.

[0018] In a specific embodiment, the bar-shaped housing and the suspension bracket are integrally cast. This allows the structure, formed in one piece, to simultaneously serve as both the bar-shaped housing of the steering gear and the suspension bracket of the electric drive assembly, simplifying the process and achieving high precision in fit.

[0019] In one specific embodiment, when the skateboard chassis further includes multiple first suspension swing arms and multiple second suspension swing arms, at least some of the first suspension swing arms are hingedly connected to the bar-shaped housing. This allows for spatial reuse in the width direction and further increases the length of the first suspension swing arms. Similarly, at least some of the second suspension swing arms are hingedly connected to the bar-shaped housing.

[0020] In a second aspect, a vehicle is provided, comprising: an upper body and a skateboard chassis according to any of the above technical solutions; the upper body being connected to a first longitudinal beam and a second longitudinal beam. The beneficial effects of the vehicle can be referenced to the skateboard chassis provided by the above technical solutions. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] FIG1 shows a vehicle provided in an embodiment of the present application;

[0022] FIG2 shows a schematic structural diagram of the rear section of the main frame in some technical solutions;

[0023] FIG3 a shows a perspective view of a skateboard chassis provided in an embodiment of the present application;

[0024] FIG3 b shows a partial enlarged view of the rear section of the skateboard chassis shown in FIG3 a ;

[0025] FIG4a shows a front view of the chassis of the skateboard shown in FIG3a;

[0026] FIG4b shows a partial enlarged view of the rear section of the skateboard chassis shown in FIG4a;

[0027] FIG4c shows an enlarged view of the cross-sectional view taken along line AA in FIG4b;

[0028] FIG5a shows a top view of the chassis of the skateboard shown in FIG3a;

[0029] FIG5b shows a partial enlarged view of the rear section of the skateboard chassis shown in FIG5a;

[0030] FIG6 a shows a bottom view of the chassis of the skateboard shown in FIG3 a;

[0031] FIG6 b shows a partial enlarged view of the rear section of the skateboard chassis shown in FIG6 a . DETAILED DESCRIPTION

[0032] In order to make the purpose, technical solutions and advantages of this application clearer, this application will be further described in detail below with reference to the accompanying drawings.

[0033] In order to have a clearer understanding of the following content, some of these concepts are briefly explained below.

[0034] Main frame: It is a frame structure located at the lower part of the upper body and runs through the vehicle from front to back. It includes the front section, middle section and rear section. Its function is to support and connect the various assemblies of the vehicle, such as the upper body, chassis, power battery and electric drive system, so that each assembly maintains a relatively correct position and withstands various loads inside and outside the vehicle.

[0035] The front section of the main frame refers to the area of ​​the main frame used to carry the front drive system and is connected to the front suspension or wheels. It is the part of the main frame located in front of the firewall or front torsion box.

[0036] The middle section of the main frame: refers to the main frame area used to carry the battery pack system and is connected to the upper body passenger compartment. It is the part of the main frame located between the front and rear torque boxes.

[0037] The rear section of the main frame refers to the area of ​​the main frame used to carry the rear drive system and is connected to the rear suspension or wheels. It is the part of the main frame located after the rear torsion box.

[0038] To facilitate understanding of the skateboard chassis provided in the embodiment of the present application, its application scenario is first explained. Figure 1 shows a vehicle provided in the embodiment of the present application. As can be seen from Figure 1, the application scenario of the skateboard chassis provided in the embodiment of the present application, with reference to Figure 1, the skateboard chassis 01 can be used in a whole vehicle. As a carrier of the upper body 02, it has more complete functions than the traditional chassis, such as basic functions such as independent driving, steering, and acceleration and deceleration, and has some safety attributes and intelligent attributes; the skateboard chassis 01 includes a main frame to carry the relevant components to achieve the above functions. The upper body 02 and the skateboard chassis 01 are manufactured separately, and after being formed separately, the upper body 02 is assembled on the top of the skateboard chassis 01 and fixedly connected to the main frame. The wheels 03 are installed separately on the vehicle width direction X (refer to Figure 3a mentioned later) of the skateboard chassis 01. The vehicle width direction X refers to the width direction of the vehicle.

[0039] In some technical solutions, the rear section of the main frame bifurcates the longitudinal beam into a double-layer beam structure, and uses double-layer crossbeams to connect the longitudinal beams of the two layers. Figure 2 shows a schematic structural diagram of the rear section of the main frame in some technical solutions. Referring to Figure 2, the longitudinal beam 102 bifurcates at the rear section into an upper secondary longitudinal beam 102a and a lower secondary longitudinal beam 102b. The secondary longitudinal beams 102a and 102b are connected by a vertically extending connecting beam 102c. The longitudinal beam 103 bifurcates at the rear section into an upper secondary longitudinal beam 103a and a lower secondary longitudinal beam 103b. The secondary longitudinal beams 103a and 103b are connected by a vertically extending connecting beam 103c.

[0040] The free ends of secondary longitudinal beams 102a and 103a are connected by capping crossbeam 101. The bifurcation of longitudinal beams 102 and 103 is connected by crossbeam 104c. The ends of secondary longitudinal beams 102b and 103b are connected by crossbeam 104b. The middle of secondary longitudinal beams 102a and 103a are connected by crossbeam 104a. Crossbeams 104a and 104b are arranged vertically. The space between crossbeams 104a and 104b is used to accommodate the electric drive assembly. However, due to the obstruction above crossbeam 104a, the electric drive assembly cannot be assembled from above, which complicates the installation operation and reduces production efficiency. Due to the obstruction below crossbeam 104b, it is difficult to disassemble from below, which is not conducive to after-sales maintenance.

[0041] In view of this, an embodiment of the present application provides a skateboard chassis.

[0042] FIG3a shows a perspective view of a skateboard chassis according to an embodiment of the present application, and FIG3b shows a partially enlarged view of the rear section of the skateboard chassis shown in FIG3a. In conjunction with FIG3a and FIG3b, the skateboard chassis includes a main frame 1 and an electric drive assembly 32. The main frame 1 includes a first longitudinal beam 11, a second longitudinal beam 12, and a plurality of cross beams. It should be understood that the "longitudinal beams" in the phrases such as the first longitudinal beam 11 and the second longitudinal beam 12 in the embodiments of the present application only refer to beam structures made of profiles, and do not include other accessories connected to the beam structures. The upper surfaces and side surfaces of the first longitudinal beam 11, the second longitudinal beam 12, and the cross beams may be provided with interfaces for connecting to the upper vehicle body 02. These interfaces may be bolt holes to achieve bolt connection, but may also be provided with structures such as welded interfaces and riveted interfaces. The main frame 1 can be cast as an integral unit, with the first longitudinal beam 11 and the second longitudinal beam 12 extending as a whole in the longitudinal direction Y, where the longitudinal direction Y refers to the front-to-rear direction of the vehicle. The first longitudinal beam 11 and the second longitudinal beam 12 are arranged side by side in the vehicle width direction X and can be symmetrically arranged about the central axis L; multiple cross beams are connected between the first longitudinal beam 11 and the second longitudinal beam 12 and are arranged at intervals along the longitudinal direction Y.

[0043] The portion of the main frame 1 between boundaries M1 and M2 is the front section of the main frame 1, the portion between boundaries M2 and M3 is the middle section of the main frame 1, and the portion between boundaries M3 and M4 is the rear section of the main frame 1. The front, middle, and rear sections of the main frame 1 correspond one-to-one with the front, middle, and rear sections of the skateboard chassis 01 as a whole. The middle section of the first longitudinal beam 11 refers to the portion of the first longitudinal beam 11 located in the middle section of the main frame 1. Similar descriptions apply. For example, the front section of the second longitudinal beam 12 refers to the portion of the second longitudinal beam 12 located in the front section of the main frame 1. The distance between the middle section of the first longitudinal beam 11 and the middle section of the second longitudinal beam 12 is greater than the distance between the front section of the first longitudinal beam 11 and the front section of the second longitudinal beam 12, and greater than the distance between the rear section of the first longitudinal beam 11 and the rear section of the second longitudinal beam 12. The middle section of the first longitudinal beam 11 and the middle section of the second longitudinal beam 12 are close to each other near the front section to reduce the distance between them. The close section of the first longitudinal beam 11 and the second longitudinal beam 12 gradually rises to achieve a transition connection with the higher front section. The middle section of the first longitudinal beam 11 and the middle section of the second longitudinal beam 12 are close to each other near the rear section to reduce the distance between them to achieve a transition connection with the front section.

[0044] The above-mentioned multiple cross beams include a capping cross beam 21, a capping cross beam 23, a reinforcing cross beam 24, an auxiliary cross beam 25 and five middle cross beams 22. The free end of the front section of the first longitudinal beam 11 and the free end of the front section of the second longitudinal beam 12 are connected by the capping cross beam 21, and the free end of the rear section of the first longitudinal beam 11 and the free end of the rear section of the second longitudinal beam 12 are connected by the capping cross beam 22. The reinforcing cross beam 24 and the auxiliary cross beam 25 are both connected between the middle part of the rear section of the first longitudinal beam 11 and the middle part of the rear section of the second longitudinal beam 12, and the auxiliary cross beam 25 is located on the side of the reinforcing cross beam 24 away from the capping cross beam 21 and close to the middle section of the main frame 1; the five middle cross beams 22 are connected between the mutually parallel parts of the middle section of the first longitudinal beam 11 and the middle section of the second longitudinal beam 12, and the five middle cross beams 22 are evenly spaced and distributed along the longitudinal direction Y to achieve uniform and stable weight bearing above the middle section. The number of the middle cross beams 22 is not limited to 5, and can also be 3, 4, 6, 7, 8 or other numbers, depending on the length of the middle section of the skateboard chassis 02 and the requirement for bearing weight.

[0045] The first longitudinal member 11 can have a generally rectangular cross-section, including upper and lower surfaces disposed oppositely along the vertical direction Z, and outer and inner surfaces disposed oppositely along the vehicle width direction X. The inner surface is the surface proximal to the second longitudinal member 12, while the outer surface is the surface distal to the second longitudinal member 12. The vertical direction Z refers to the height of the vehicle. The second longitudinal member 12 also has the same cross-sectional shape, with the inner surface of the second longitudinal member 12 facing the first longitudinal member 11 and the outer surface facing away from the first longitudinal member 11.

[0046] The skateboard chassis 01 eliminates the sub-frame and can use an integrated molding process to manufacture the main frame 1, such as a high-pressure casting process, or the following method: each longitudinal beam and cross beam is formed separately, and then assembled by welding, riveting and bolting. The above two processes can also be mixed to form part of the structure in one piece, such as forming the part other than the capping cross beams 21 and 23 in one piece, and assembling the other structures later.

[0047] The electric drive assembly 32 is located between the first and second longitudinal beams 11, 12, and between the auxiliary crossbeam 25 and the reinforcement crossbeam 24, achieving spatial reuse in the vertical direction Z. Furthermore, because the rear sections of the first and second longitudinal beams 11, 12 are both single-layer beam structures in the vertical direction Z, the rear section of the main frame 1 reduces space occupation in the vertical direction Z, and there are no crossbeams blocking the electric drive assembly 32. When assembling the skateboard chassis 01, the electric drive assembly 32 can be placed from top to bottom along the vertical direction Z, simplifying installation and improving production efficiency and assembly precision. The absence of crossbeams obstructing the assembly from below facilitates removal of the electric drive assembly 32 from below, facilitating after-sales maintenance. Compared to a double-layer longitudinal beam structure, this simplifies the structure, eliminating the need for excessive crossbeams, columns, and other structural components, resulting in a high degree of integration. The single-layer beam structure described above refers to a single-layer structure in the vertical direction Z, without bifurcating into two or more layers of secondary longitudinal beams in the vertical direction Z.

[0048] A steering gear 31 is provided at the connection between the rear and middle sections of the main frame 1. The steering gear 31 includes a bar-shaped housing 312, which is illustratively in the shape of a rectangular parallelepiped. The bar-shaped housing 312 can be integrally cast, specifically die-cast, or can be formed by separately manufacturing the side walls of the bar-shaped housing 312 and then welding or riveting them together to form a closed housing. The bar-shaped housing 312 does not necessarily have to be a rectangular parallelepiped; as long as its structure is roughly an elongated bar, such as a circular, trapezoidal, or regular hexagonal cross-section, it can serve as a crossbeam support and accommodate the components of the steering gear 31. By increasing the thickness of the bar-shaped housing 312, its structural strength can be enhanced, allowing it to serve as a structural component of the main frame 1. Among them, the rear section of the first longitudinal beam 11 is connected to the end near the middle section with a first connecting structure 110, and the first connecting structure 110 is located on the surface of the first longitudinal beam 11 facing the second longitudinal beam 12 (the inner surface of the first longitudinal beam 11), and the local surface where the first longitudinal beam 11 and the first connecting structure 110 are connected is exemplarily parallel to the YOZ plane, and the rear section of the second longitudinal beam 12 is connected to the end near the middle section with a second connecting structure 120, and the second connecting structure 120 is located on the surface of the second longitudinal beam 12 facing the first longitudinal beam 11 (the inner surface of the second longitudinal beam 12), and the local surface where the second longitudinal beam 12 and the second connecting structure 120 are connected is exemplarily parallel to the YOZ plane, so that the first connecting structure 110 and the second connecting structure 120 are arranged relative to each other in the vehicle width direction X to prevent the auxiliary cross beam 25 from being skewed.For example, the first connecting structure 110 includes a first clamping plate 111 and a second clamping plate 112 arranged in parallel. The first clamping plate 111 and the second clamping plate 112 can be fixed to the first longitudinal beam 11 by welding, but it is not limited to welding. As long as the first clamping plate 111 and the second clamping plate 112 can be fixedly connected to the first longitudinal beam 11 respectively, it can also be done by riveting or the like. When manufacturing the main frame 1, the first clamping plate 111 and the second clamping plate 112 can be directly cast as one piece with the first longitudinal beam 11, which has better structural stability and is more convenient to process. Simple, precise in size and position; the second connecting structure 120 includes a third clamping plate 121 and a fourth clamping plate 122 arranged in parallel, and the third clamping plate 121 and the fourth clamping plate 122 can be fixed to the second longitudinal beam 12 by welding; the first clamping plate 111, the second clamping plate 112, the third clamping plate 121 and the fourth clamping plate 122 are illustratively parallel to the XOZ plane, but can also be inclined relative to the XOZ plane to adapt to strip shells 312 of different cross-sectional shapes, and the distance between the first clamping plate 111 and the second clamping plate 112 is slightly larger than the distance between the strip shell 31 2, the strip housing 312 extends along the vehicle width direction X, and one end of the strip housing 312 is placed between the first clamping plate 111 and the second clamping plate 112, and contacts the first clamping plate 111 and the second clamping plate 112 through corresponding surfaces, so as to firmly limit the strip housing 312 in the longitudinal direction Y and also reduce the overturning problem caused by the rotation of the strip housing 312 around its own axis; there is a large gap between the strip housing 312 and the first clamping plate 111 or the second clamping plate 112, which will generate vibration. The first bolt 113 sequentially penetrates the first clamping plate 111, the strip housing 312, and the second clamping plate 112, and is threadedly connected to secure the strip housing 312 in the vertical direction Z. However, it should be understood that the strip housing 312 is not limited to being secured by bolts. Alternatively, a snap-fit ​​method involving a groove and a protrusion cooperating with each other, an interference fit, or other methods may be employed. As long as the strip housing 312 can be detachably connected between the first clamping plate 111 or the second clamping plate 112, such methods can facilitate assembly and disassembly, facilitating after-sales repair and replacement. The other end of the strip housing 312 is similarly secured between the third clamping plate 121 and the fourth clamping plate 122 by a second bolt 123. By connecting the strip housing 312 between the first connecting structure 110 and the second connecting structure 120, the connection between the first longitudinal beam 11 and the second longitudinal beam 12 is reinforced, improving the securing effect between the first longitudinal beam 11 and the second longitudinal beam 12, and increasing the load-bearing capacity of the skateboard chassis 01.

[0049] The strip shell 312 serves as an auxiliary crossbeam 25 supported between the first longitudinal beam 11 and the second longitudinal beam 12. Combining the strip shell 312 and the auxiliary crossbeam 25 into one is beneficial to improving system integration and compactness, improving space utilization, reducing the number of parts, simplifying the structure of the skateboard chassis 01, and reducing costs. In addition, there is no need to find additional space to set up the steering gear 31, which frees up space for assembling other equipment and improves the space utilization between the first longitudinal beam 11 and the second longitudinal beam 12.

[0050] Because the first and second clamping plates 111, 112, and the third and fourth clamping plates 121, 122 do not restrict the strip housing 312 in the vertical direction Z, when assembling the steering gear 31, the strip housing 312 is assembled from top to bottom along the Z direction between the first and second clamping plates 111, 112, and between the third and fourth clamping plates 121, 122, respectively, and secured with the first and second bolts 113, 123. When repairing or replacing the steering gear 31, the first and second bolts 113, 123 are removed, and the strip housing 312 is removed along the vertical direction Z, making after-sales repair and replacement convenient.

[0051] The first and second clamping plates 111, 112 are connected to the surface of the first longitudinal beam 11 facing the second longitudinal beam 12, rather than being located on the upper and lower surfaces of the first longitudinal beam 11 in the vertical direction Z. The third and fourth clamping plates 121, 122 are similarly connected. This allows the steering mechanism 31 to reuse space with the first and second longitudinal beams 11, 12 in the vertical direction Z, thereby reducing the overall thickness of the skateboard chassis 01 or providing space for arranging other components in the vertical direction. Furthermore, this helps free up space on the upper and lower surfaces of the first and second longitudinal beams 11, 12 in the vertical direction for arranging suspension arms (such as the first suspension arms 26a and 26b, and the second suspension arms 27a and 27b, described below).

[0052] The first longitudinal beam 11 is provided with a first avoidance hole T1 passing through the first longitudinal beam 11 along the vehicle width direction X at a portion between the first plywood 111 and the second plywood 112, and the second longitudinal beam 12 is provided with a second avoidance hole T2 passing through the second longitudinal beam 12 along the vehicle width direction X at a portion between the third plywood 121 and the fourth plywood 122; the steering gear 31 further includes a steering rod 313 extending from both ends of the strip-shaped housing 312 in the vehicle width direction X, and the steering rod 313 passes through the first avoidance hole T1 and the second avoidance hole T2 respectively along the vehicle width direction X, and extends to the first longitudinal beam 11 and the second longitudinal beam 12. The space outside of the beam 12 allows the strip-shaped housing 312 to be arranged between the first longitudinal beam 11 and the second longitudinal beam 12, achieving spatial reuse in the vertical direction Z. This provides feasibility, reduces the height of the longitudinal beam structure, and thus reduces the height of the passenger compartment floor, increasing passenger compartment space. Compared to the technical solution of Figure 2, the steering gear's steering rod must pass between the secondary longitudinal beams 103a and 103b, and between the secondary longitudinal beams 102a and 102b. This reduces the space occupied by the rear section of the skateboard chassis 001 in the vertical direction Z, which helps simplify the structure of the main frame 1. In addition to providing both the first avoidance hole T1 and the second avoidance hole T2, for vehicles with only unilateral steering, only the first avoidance hole T1 or the second avoidance hole T2 can also be provided.

[0053] The strip housing 312 maintains an appropriate distance from the first longitudinal beam 11 in the vehicle width direction X to form a first gap G1, and maintains an appropriate distance from the second longitudinal beam 12 in the vehicle width direction X to form a second gap G2. When assembling the steering gear 31, the ends of the steering rod 313 are first bent to an appropriate degree and inserted into the first and second avoidance holes T1 and T2. The strip housing 312 is then moved downward in the vertical direction Z. At this time, the steering rod 313 gradually returns from the bent state to its natural state. If the first and second gaps G1 and G2 do not exist, space is provided between the strip housing 312 and the first and second longitudinal beams 11 and 12 during bending, making it difficult to insert the steering rod 313 into the first and second avoidance holes T1 and T2.

[0054] In addition, the first and second plates 111, 112 can also be parallel to the XOY plane, so that they are spaced apart in the vertical direction Z. The third and fourth plates 121, 122 are similarly spaced apart in the vertical direction Z. Similar to the embodiment corresponding to FIG3a , one end of the strip housing 312 is secured between the first and second plates 111, 112 by a first bolt 113, and the other end is secured between the third and fourth plates 121, 122 by a second bolt 123. Therefore, the steering gear 31 can be assembled and disassembled along the longitudinal direction Y. Regardless of how the strip housing 312 is secured, the first avoidance hole T1 can be provided at a position corresponding to the first connecting structure 110, and the second avoidance hole T2 can be provided at a position corresponding to the second connecting structure 12 of the second longitudinal beam 12 to avoid the steering rod 313.

[0055] Continuing to observe Figure 3b, the position of the first longitudinal beam 11 corresponding to the first avoidance hole T1 is thickened in the vertical direction Z. Specifically, the wall thickness above the first avoidance hole T1 can be thickened to form a first protrusion M1, thereby strengthening the structural strength of the position corresponding to the first avoidance hole T1 and offsetting the influence of the setting of the first avoidance hole T1 on the structural strength of the first longitudinal beam 11 at this position. The surface of the first protrusion M1 away from the first avoidance hole T1 can be a curved surface, or it can be smoothly transitioned to the adjacent area of ​​the upper surface of the first longitudinal beam 11 to reduce stress concentration; the curved surface of the first protrusion M1 can be coaxial with the first avoidance hole T1, so that in the longitudinal direction Y, the thickness from the curved surface of the first protrusion M1 to the inner wall of the first avoidance hole T1 can not change significantly, thereby reducing stress concentration and improving structural stability. The first protrusion M1 can be provided on both sides of the first avoidance hole T1 in the vertical direction Z, or can be provided on both sides in the vertical direction Z to further increase structural strength. However, the first protrusion M1 can also be retained only on the upper side to maintain the lower surface of the first longitudinal beam 11 flush. At the same time, because the first clamping plate 111 and the second clamping plate 112 are connected to the surface of the first longitudinal beam 11 facing the second longitudinal beam 12, they will not interfere with the first protrusion M1 on the upper surface of the first longitudinal beam 11. Therefore, the size of the first protrusion M1 in the longitudinal direction Y is not limited by the distance between the first clamping plate 111 and the second clamping plate 112. Therefore, the structural strength of the first longitudinal beam 11 at this location can be better strengthened.

[0056] Similarly, a second protrusion M2 may also be formed above the second avoidance hole T2. For the structure, related beneficial effects and possible deformations of the second protrusion M2, please refer to the first protrusion M1.

[0057] Figure 4a shows a main view of the skateboard chassis shown in Figure 3a, Figure 4b shows a partial enlarged view of the rear section of the skateboard chassis shown in Figure 4a, and Figure 4c shows an enlarged view of the AA-direction sectional view in Figure 4b; please refer to Figure 4c, in the direction away from the first longitudinal beam 11, the inner diameter of the second avoidance hole T2 gradually increases to form a flared structure, so as to adapt to the divergent structure formed by multiple steering rods 313, and provide space for the steering rod 313 to swing during vehicle driving, thereby alleviating the problem of damage to the steering rod 313 due to collision. Compared with the use of a cylindrical hole with the same diameter as the maximum inner diameter of the flared structure, the solid structural ratio of the second longitudinal beam 12 can be increased in the part with a smaller inner diameter of the flared structure, so as to provide swing space for the steering rod 313 while taking into account the structural strength of the second longitudinal beam 12. The inner diameter of the second avoidance hole T2 can increase at a fixed slope, where the inner wall of the second avoidance hole T2 forms a straight line, suitable for a steering rod 313 made of a harder material and less susceptible to deformation. Alternatively, the inner diameter of the second avoidance hole T2 can increase at a gradually increasing slope, where the inner wall of the second avoidance hole T2 forms a curved line. This provides greater swing space for the steering rod 313 at locations with larger inner diameters, suitable for steering rods made of softer materials and more susceptible to deformation. Similarly, the inner diameter of the first avoidance hole T1 can also gradually increase away from the second longitudinal beam 12, forming a flared structure. The beneficial effects of this structure can be compared with those of the second avoidance hole T2.

[0058] Figure 5a shows a top view of the skateboard chassis shown in Figure 3a, and Figure 5b shows a partially enlarged view of the rear section of the skateboard chassis shown in Figure 5a. In combination with Figure 5a and Figure 5b, and in combination with Figure 3b, Figure 5a and Figure 5b, the electric drive component 32 has a transmission half-shaft 322 extending to both sides along the vehicle width direction X, and a first through-hole U1 is provided at a position corresponding to the first longitudinal beam 11 and the electric drive component 32, and a second through-hole U2 is provided at a position corresponding to the second longitudinal beam 12 and the electric drive component 32, wherein the first through-hole U1 passes through the first longitudinal beam 11 along the vehicle width direction X, and the second through-hole U2 passes through the second longitudinal beam 12 along the vehicle width direction X, the first through-hole U1 and the second through-hole U2 can be coaxial in the vehicle width direction X, and the transmission half-shaft 322 passes through the first through-hole U1 and the second through-hole U2 respectively to output power. The first via U1 and the second via U2 can also be flared structures. The inner diameter of the first via U1 at the end away from the second longitudinal beam 12 is larger, and the inner diameter of the second via U2 at the end away from the first longitudinal beam 11 is larger. Their specific forms and beneficial effects can be referred to as the second avoidance hole T2. Similar to the first protrusion M1, a third protrusion M3 is provided on the upper surface of the first via U1 in the vertical direction Z, and a fourth protrusion M4 is provided on the upper surface of the second via U2 in the vertical direction Z. The third protrusion M3 can also be located on the lower surface of the first longitudinal beam 11, and the fourth protrusion M4 can also be located on the lower surface of the second longitudinal beam 12. Their structures, functions, and possible deformations can all refer to the first protrusion M1. In addition to the case where the first via U1 and the second via U2 are provided at the same time, only the first via U1 or only the second via U2 can also be provided.

[0059] FIG6a shows a bottom view of the skateboard chassis shown in FIG3a, and FIG6b shows a partial enlarged view of the rear section of the skateboard chassis shown in FIG6a. In combination with FIG6a and FIG6b, the electric drive assembly 32 has a support shaft 321 extending along the longitudinal direction Y, and the strip-shaped shell 312 is connected to a suspension bracket 314. The suspension bracket 314 has a support hole 311 passing through the longitudinal direction Y. The support shaft 321 is located in the support hole 311, and an interference fit is achieved by the soft pad between the two to stably fix the support shaft 321 and achieve buffering. Specifically, the lower portion of the strip-shaped shell 312 A receiving groove 315 is formed on the surface, extending along the longitudinal direction Y. The inner wall of the receiving groove 315 is an arc surface. The suspension bracket 314 is a cylindrical structure with an axis extending along the longitudinal direction Y, and the support hole 311 is a circular channel coaxial with the cylindrical structure. The circumferential surface of the suspension bracket 314 is adapted to and fitted with the inner wall of the receiving groove 315. The suspension bracket 314 partially protrudes outside the receiving groove 315, and the two can be welded and fixed. On the one hand, the contact area between the suspension bracket 314 and the strip shell 312 can be increased, thereby improving the fixing stability. On the other hand, the suspension bracket 314 and the strip shell 312 are spatially reused in the vertical direction Z, providing conditions for the position of the electric drive component 32 in the vertical direction Z to be reasonably spatially reused with the first longitudinal axis 11 and the second longitudinal axis 12, which is conducive to reducing the thickness of the rear section of the skateboard chassis 01. In addition, in the longitudinal direction Y, the length of the suspension bracket 314 is shorter than the length of the accommodating groove 315 , and is located at an end of the accommodating groove 315 away from the electric drive assembly 32 .

[0060] Furthermore, the electric drive assembly 32 may also be connected to the reinforcement beam 24 in a similar manner, or may be detachably connected to the reinforcement beam 24 by other means such as bolts.

[0061] However, the suspension bracket 314 may also be connected to the strip housing 312 in other ways, all of which can support the electric drive assembly 32. Specifically, the suspension bracket 314 may be molded simultaneously with the casting of the strip housing 312 to form the support hole 311, so that the strip housing 312 and the suspension bracket 314 are formed into an integrally cast structure. This structure can simultaneously take into account the functions of the strip housing 312 and the suspension bracket 314, has a strong connection stability, a simple manufacturing process, and a high structural manufacturing precision. Alternatively, the suspension bracket 314 may be fixedly connected to the strip housing 312 by welding or riveting, or by a detachable connection such as bolting.

[0062] In combination with Figure 3b and Figure 5b, two first suspension swing arms 26a are provided on the upper surface of the first longitudinal beam 11 in the vertical direction Z. Specifically, the first suspension swing arm 26a is welded to a pair of ear plates 26a' on the upper surface of the first longitudinal beam 11. The ear plates 26a' can also be cast as one piece with the main frame 1, and other ear plates can also be connected in this way. The first suspension swing arm 26a is hinged between the pair of ear plates 26a' through a pin shaft, and, in the vehicle width direction X, the two first suspension swing arms 26a both extend in the direction away from the second longitudinal beam 12, and the end of the first suspension swing arm 26a away from the first longitudinal beam 11 is a free end, which is used to connect to the suspension and to the wheel through the suspension. It is located on the side of the first longitudinal beam 11 away from the second longitudinal beam 12. The two first suspension swing arms 26a extend toward each other in a direction away from the second longitudinal beam 12. In other words, in the longitudinal direction Y, the two first suspension swing arms 26a are inclined toward each other to form an acute angle, thereby connecting the same suspension and providing a balanced force for the suspension in the longitudinal direction Y. The ear plate 26a' of one first suspension swing arm 26a is located between the first protrusion M1 and the third protrusion M3 to fully utilize the flat surface between the first and third protrusions M1, M3. The ear plate 26a' of the other first suspension swing arm 26a is located on the side of the third protrusion M3 away from the first protrusion M1, thereby improving system integration, compactness, and space utilization. However, the first suspension swing arm 26a is not limited to being hinged to the first longitudinal beam 11 via the ear plate 26a'. The ear plate 26a' merely serves as one form of hinge seat. The first suspension swing arm 26a may also be hinged to the first longitudinal beam 11 via other structures fixed to the first longitudinal beam 11 as the hinge seat.

[0063] The two first suspension swing arms 26a are both hinged to the upper surface of the first longitudinal beam 11 in the vertical direction Z, but are not hinged to the surface of the first longitudinal beam 11 away from the second longitudinal beam 12, saving space in the vehicle width direction X, alleviating the problem of suspension crowding in the vehicle width direction X, and increasing the design space of the suspension system in the vertical direction Z, so as to alleviate the problem of limited length of the first suspension swing arms 26a and improve the vehicle dynamic control performance.

[0064] Similarly, two second suspension swing arms 27 a are provided on the upper surface of the second longitudinal beam 11 in the vertical direction Z. The two second suspension swing arms 27 a can be symmetrical with the two first suspension swing arms 26 a one-to-one about the central axis L. The specific structure and effect analysis thereof can refer to the first suspension swing arms 26 a.

[0065] In combination with Figure 3b and Figure 6b, the lower surface of the first longitudinal beam 11 in the vertical direction Z is hinged with a first suspension swing arm 26b, and the lower surface of the strip shell 312 close to the first longitudinal beam 11 is hinged with a first suspension swing arm 26c. In the direction away from the second longitudinal beam 12, the first suspension swing arm 26b and the first suspension swing arm 26c extend in a direction approaching each other, so as to be used to connect a suspension together through the free ends, such as connecting a suspension together with two first suspension swing arms 26a.

[0066] Similarly, a second suspension swing arm 27b is hingedly connected to the lower surface of the first longitudinal beam 11 and is symmetrical with the first suspension swing arm 26b about the central axis L. A second suspension swing arm 27c is hingedly connected to the lower surface of the strip-shaped housing 312 near the second longitudinal beam 12 and is symmetrical with the first suspension swing arm 26c about the central axis L. The second suspension swing arm 27b and the second suspension swing arm 27c are close to each other and are used to jointly connect to a suspension, such as being connected to a suspension together with the two second suspension swing arms 27a.

[0067] The hinged locations of the first suspension arm 26c and the second suspension arm 27c may also be located on other surfaces of the strip-shaped housing 312. Regardless of which surface of the strip-shaped housing 312 they are located on, the projection of the first suspension arm 26c overlaps with the projection of the first longitudinal beam 11, and the projection of the second suspension arm 27c overlaps with the projection of the second longitudinal beam 12 in the vertical direction Z. This facilitates spatial reuse in the vehicle width direction X.

[0068] However, depending on the configuration of the suspension hardpoints, the connection method between the first and second suspension arms is not limited to the above method. When the projection of the first suspension arm overlaps the projection of the first longitudinal beam 11 in the vertical direction Z, space can be saved in the vehicle width direction X, alleviating the length limitation of the first suspension arm and improving vehicle dynamic control performance. Similarly, the projection of the second suspension arm in the vertical direction Z also overlaps the projection of the second longitudinal beam 12.

[0069] Furthermore, the number of first and second suspension arms is not limited to that shown in the figure, and should be sufficient to stably support the suspension. Alternatively, the first suspension arm may be provided only on the upper or lower surface of the first longitudinal beam 11, and the second suspension arm may be provided only on the upper or lower surface of the second longitudinal beam 12.

[0070] In the above embodiment, the electric drive assembly 32, the strip-shaped housing 312 (auxiliary crossbeam 25), the first and second suspension swing arms, and other structures are all located in the rear section of the main frame 1. These structures can also be similarly positioned in the front section of the main frame 1. Furthermore, the front sections of the first and second longitudinal beams 11, 12 also have single-layer beam structures. While employing the aforementioned technical principles, these structures can be adjusted to suit the installation environment, equipment layout, and collision safety requirements of the front section of the main frame 1.

[0071] Based on the structural form of the skateboard chassis 01 and the upper body 02 separated up and down, physical integration is carried out by simplifying the structure of the main frame 1, integrating the bifurcated double-layer longitudinal beams into a single-layer longitudinal beam, and integrating the auxiliary crossbeam 25 and the steering gear 31, so as to reduce structural complexity, simplify the manufacturing process, and improve space utilization.

[0072] Based on the same inventive concept, the present invention also provides a vehicle. Referring to Figure 1 , the vehicle provided in this embodiment includes a skateboard chassis 01 and an upper body 02. Upper body 02 is positioned above skateboard chassis 01 and connected to first longitudinal beam 11 and second longitudinal beam 12. It can also be connected to interfaces elsewhere on main frame 1 to form a complete vehicle. The beneficial effects of this vehicle can be compared with those of skateboard chassis 01 provided in the previous embodiment.

[0073] The above are only specific embodiments of the present application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A skateboard chassis, characterized in that: include: A main frame and an electric drive assembly; the main frame includes: a first longitudinal beam, a second longitudinal beam, and a plurality of cross beams; the first longitudinal beam and the second longitudinal beam are spaced apart in the vehicle width direction, each cross beam is connected between the first longitudinal beam and the second longitudinal beam, and the plurality of cross beams are spaced apart; The electric drive assembly is disposed between the front section of the first longitudinal beam and the front section of the second longitudinal beam, and both the front section of the first longitudinal beam and the front section of the second longitudinal beam are single-layer beam structures; or, The electric drive assembly is arranged between the rear section of the first longitudinal beam and the rear section of the second longitudinal beam, and the rear section of the first longitudinal beam and the rear section of the second longitudinal beam are both single-layer beam structures.

2. The skateboard chassis according to claim 1, characterized in that: The electric drive assembly has a transmission half shaft; A first through hole is formed on the first longitudinal beam at a position corresponding to the electric drive assembly and passes through the first longitudinal beam in the vehicle width direction, and the transmission half shaft passes through the first through hole; and / or, A second through hole is formed at a position of the second longitudinal beam corresponding to the electric drive assembly and passes through the second longitudinal beam along the vehicle width direction, and the transmission half shaft passes through the second through hole.

3. The skateboard chassis according to claim 2, characterized in that: The inner diameter of the first through hole gradually increases in a direction away from the second longitudinal beam; The inner diameter of the second through hole gradually increases in a direction away from the first longitudinal beam.

4. The skateboard chassis according to claim 1, wherein: The skateboard chassis further includes a plurality of first suspension swing arms and a plurality of second suspension swing arms, wherein the first suspension swing arms are hinged to the first longitudinal beam or the cross beam, and the second suspension swing arms are hinged to the second longitudinal beam or the cross beam; In the vertical direction, the projection of each first suspension swing arm overlaps with the projection of the first longitudinal beam, and the projection of each second suspension swing arm overlaps with the projection of the second longitudinal beam.

5. The skateboard chassis according to claim 4, characterized in that: At least a portion of the first suspension swing arm is hinged to at least one surface of the first longitudinal beam in the vertical direction; At least a portion of the second suspension swing arm is hinged to at least one surface of the second longitudinal beam in the vertical direction.

6. The skateboard chassis according to any one of claims 1 to 5, characterized in that: The first longitudinal beam is provided with a first connecting structure, the second longitudinal beam is provided with a second connecting structure, and the first connecting structure and the second connecting structure are arranged opposite to each other along the vehicle width direction; The skateboard chassis further includes a steering gear, which includes a bar-shaped housing. The bar-shaped housing is connected between the first connecting structure and the second connecting structure to form the crossbeam.

7. The skateboard chassis according to claim 6, characterized in that: The first connecting structure is located on a surface of the first longitudinal beam facing the second longitudinal beam, and the second connecting structure is located on a surface of the second longitudinal beam facing the first longitudinal beam.

8. The skateboard chassis according to claim 7, characterized in that: The first connecting structure includes two mutually parallel first clamping plates, and the second connecting structure includes two mutually parallel second clamping plates; One end of the strip-shaped housing is detachably connected between the two first clamping plates, and the other end is detachably connected between the two second clamping plates.

9. The skateboard chassis according to claim 7, characterized in that: The steering gear further includes a steering rod extending from both ends of the bar-shaped housing; A first avoidance hole is provided at a position of the first longitudinal beam corresponding to the first connecting structure and penetrating the first longitudinal beam along the vehicle width direction, and the steering rod passes through the first avoidance hole; and / or, A second avoidance hole is provided at a position of the second longitudinal beam corresponding to the second connecting structure and passes through the second longitudinal beam along the vehicle width direction, and the steering rod passes through the second avoidance hole.

10. The skateboard chassis according to claim 9, characterized in that: The inner diameter of the first avoidance hole gradually increases in a direction away from the second longitudinal beam; The inner diameter of the second avoidance hole gradually increases in a direction away from the first longitudinal beam.

11. The skateboard chassis according to claim 6, characterized in that: The strip-shaped housing is connected to a suspension bracket having a support hole. The electric drive assembly is connected to a support shaft, and the support shaft is located in the support hole.

12. The skateboard chassis according to claim 11, wherein: The strip-shaped housing and the suspension bracket are an integrally cast structure.

13. The skateboard chassis according to claim 6, characterized in that: When the skateboard chassis further includes a plurality of first suspension swing arms and a plurality of second suspension swing arms, at least part of the first suspension swing arms are hinged to the bar-shaped shell, and at least part of the second suspension swing arms are hinged to the bar-shaped shell.

14. A vehicle, characterized in that: include: An upper body and a skateboard chassis according to any one of claims 1 to 13; The upper vehicle body is fixedly connected to the first longitudinal beam and the second longitudinal beam.

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