Vehicle frame, vehicle frame assembly and vehicle

Abstract

The invention discloses a vehicle frame, a vehicle frame assembly and a vehicle. The frame comprises a front cabin body, a rear cabin body and a middle cabin body, and the front cabin body is integrally formed; the rear cabin body is integrally formed; the middle cabin body is integrally formed, in the length direction of the middle cabin body, the front cabin body and the rear cabin body are located on the two sides of the middle cabin body, and the middle cabin body is connected with the front cabin body and the rear cabin body. Therefore, the front cabin body, the middle cabin body and the rear cabin body are all integrally formed, the manufacturing efficiency of the front cabin body, the middle cabin body and the rear cabin body can be improved through an integrated arrangement mode, the number of parts of the frame is reduced, then the assembling processes of welding, riveting and the like in the manufacturing process are reduced, and the production efficiency is improved; and the structural strength of the front cabin body, the middle cabin body and the rear cabin body can be improved. The middle cabin body is respectively connected with the front cabin body and the rear cabin body to form the frame, so that the production process chain can be shortened, the flexible layout of a production workshop is facilitated, and the manufacturing efficiency of the whole vehicle can be improved.

Description

Technical Field

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

[0002] With the rapid development of the automobile industry, cars have become one of the indispensable means of transportation for people to travel. The number of cars has increased year by year, and more and more people have private cars. The popularity of cars has brought development to the manufacturing and design of auto parts.

[0003] The frame structure is one of the important components of a car. In existing technical solutions, a large number of sheet metal parts are often used for welding and other operations to form the frame structure. However, this formation method has a long process, which leads to a longer vehicle manufacturing cycle. In addition, the accumulated manufacturing errors of a large number of parts are large, and it is difficult to adapt to the rapid iteration rhythm of vehicles in terms of manufacturing efficiency and manufacturing quality. Summary of the invention

[0004] The main purpose of the present application is to provide a frame, a frame assembly and a vehicle, aiming to solve the above-mentioned technical problems existing in the prior art.

[0005] In order to solve the above problems, the present application provides a vehicle frame, which includes: a front cabin, a rear cabin and a middle cabin, wherein the front cabin is formed in one piece; the rear cabin is formed in one piece; and the middle cabin is formed in one piece, and in the length direction of the middle cabin, the front cabin and the rear cabin are located on both sides of the middle cabin, and the middle cabin is connected to the front cabin and the rear cabin respectively. Thus, the front cabin, the middle cabin and the rear cabin are all formed in one piece, and the manufacturing efficiency of the front cabin, the middle cabin and the rear cabin can be improved through an integrated setting mode, and the number of parts of the frame can be reduced, thereby reducing the welding, riveting and other assembly processes in the manufacturing process, improving production efficiency, and also improving the structural strength of the front cabin, the middle cabin and the rear cabin. The middle cabin is connected to the front cabin and the rear cabin to form a vehicle frame, which can shorten the production process chain, is conducive to the flexible layout of the production workshop, and can further reduce the risk of manufacturing errors compared to the solution of assembling and forming by more parts, thereby improving the manufacturing efficiency of the whole vehicle.

[0006] In some embodiments, the middle cabin is formed with a storage space and an installation space. In the height direction of the middle cabin, the opening of the installation space and the opening of the storage space are arranged opposite to each other. The storage space is used to accommodate battery cells, and the installation space is used to install vehicle-mounted components. Therefore, by forming the storage space and the installation space in the middle cabin at the same time, it is convenient to install the vehicle-mounted components with the frame, and it is also convenient to integrate the battery cells on the frame. The CTC technology strategy breaks the traditional battery pack process, further reduces the number of parts, saves space, improves structural efficiency, and can significantly reduce the weight of the vehicle and increase the battery life.

[0007] In some embodiments, the middle cabin body includes a middle cabin panel and a containment structure, the middle cabin panel has a first surface and a second surface disposed opposite to each other in the height direction, the containment structure protrudes from the first surface in the height direction to form an installation space, and the containment structure protrudes from the second surface in the height direction to form an accommodation space. Thus, the containment space and the installation space are formed by the containment structure protruding from the first surface and the second surface of the middle cabin panel, which can simplify the formation of the containment space and the installation space, facilitate the installation and coordination of the vehicle-mounted components with the vehicle frame, and also facilitate the cover plate and the containment structure to seal the containment space, so as to better protect the battery cells in the containment space.

[0008] In some embodiments, the enclosure structure includes two middle cabin longitudinal beams, the two middle cabin longitudinal beams extend in the length direction respectively, the two middle cabin longitudinal beams are connected to the two sides of the middle cabin panel in the width direction of the middle cabin body, and the middle cabin longitudinal beams protrude from the first surface and the second surface in the height direction respectively. Therefore, the two middle cabin longitudinal beams extend in the length direction, and the impact force received by the frame from different directions can be transmitted and dispersed through the two middle cabin longitudinal beams to achieve the collision energy absorption effect, and the two middle cabin longitudinal beams are connected to the two sides of the middle cabin panel in the width direction, and the two middle cabin longitudinal beams can play a better role in fixing and protecting the middle cabin panel, and it is easier to form an accommodation space and an installation space.

[0009] In some embodiments, the middle cabin longitudinal beam includes two longitudinal plates and a first force transmission rib, the two longitudinal plates extend in the length direction respectively, the two longitudinal plates are spaced apart in the width direction, and the first force transmission rib is connected between the two longitudinal plates. Thus, the first force transmission rib is connected between the two longitudinal plates, and the longitudinal plates can play a good role in fixing the first force transmission rib, and the first force transmission rib can also assist in transmitting and dispersing the impact force received by the frame from different directions, further achieving the collision energy absorption effect.

[0010] In some embodiments, there are multiple first force transmission ribs, which are sequentially connected along the length direction, and each first force transmission rib is inclined relative to the longitudinal plate. Thus, multiple first force transmission ribs are sequentially connected along the length direction, and the impact force received by the front cabin can be transmitted to the rear cabin through the first force transmission ribs, ultimately achieving the transmission and dispersion of the impact force, and further improving the collision energy absorption effect.

[0011] In some embodiments, the middle cabin body further comprises a middle cabin cross beam, which is extended in the width direction of the middle cabin body, is located on the first surface, and is connected to the enclosure structure. Thus, the middle cabin cross beam is located on the first surface and is connected to the enclosure structure, and the middle cabin cross beam can play a better role in fixing and protecting the middle cabin panel. At the same time, the middle cabin cross beam is extended in the width direction, and the middle cabin cross beam can also transmit and disperse the impact force received by the frame from different directions, thereby achieving a collision energy absorption effect.

[0012] In some embodiments, there are multiple middle cabin cross beams, and the multiple middle cabin cross beams are arranged at intervals along the length direction. Therefore, by providing multiple middle cabin cross beams, the middle cabin panel can be better fixed and protected by the middle cabin cross beams, and the impact force received by the frame from different directions can be transmitted and dispersed to achieve the collision energy absorption effect.

[0013] In some embodiments, the middle cabin crossbeam includes two transverse plates and a second force transmission rib, the two transverse plates extend in the width direction respectively, the two transverse plates are spaced apart in the length direction, and the second force transmission rib is connected between the two transverse plates. Thus, the second force transmission rib is connected between the two transverse plates, and the transverse plates can play a good role in fixing the second force transmission rib, and the second force transmission rib can also assist in transmitting and dispersing the impact force received by the frame from different directions, further achieving the collision energy absorption effect.

[0014] In some embodiments, there are multiple second force transmission ribs, which are sequentially connected along the width direction, and each second force transmission rib is inclined relative to the transverse plate. Thus, multiple second force transmission ribs are sequentially connected along the width direction, and the impact force received by the middle cabin can be transmitted through the second force transmission ribs, and finally the transmission and dispersion of the impact force are achieved, and the collision energy absorption effect is further achieved.

[0015] In some embodiments, the middle cabin longitudinal beam, the middle cabin cross beam and the middle cabin panel are integrally die-casted. Thus, integrally die-casting the middle cabin longitudinal beam, the middle cabin cross beam and the middle cabin panel can improve the overall structural strength of the middle cabin body and improve the production efficiency of the middle cabin body, and the integral die-casting of the three can further transmit and disperse the impact force received by the frame from different directions, thereby improving the collision energy absorption effect.

[0016] In some embodiments, the front cabin body includes a front cabin connection part, the middle cabin body includes a middle cabin panel and two middle cabin longitudinal beams, the two middle cabin longitudinal beams extend in the length direction respectively, the two middle cabin longitudinal beams are connected to both sides of the middle cabin panel in the width direction of the middle cabin body, and the front cabin connection part connects the middle cabin panel and the two middle cabin longitudinal beams respectively. Thus, the front cabin connection part connects the middle cabin panel and the two middle cabin longitudinal beams respectively, which can improve the stability of the connection between the front cabin body and the middle cabin body, and at the same time can alleviate the risk of large manufacturing errors accumulated due to more parts, thereby improving the manufacturing efficiency of the whole vehicle.

[0017] In some embodiments, the front cabin connection portion includes a first connecting crossbeam and a second connecting crossbeam connected to each other, the first connecting crossbeam and the second connecting crossbeam extend in the width direction, the first connecting crossbeam overlaps the middle cabin panel, and the two side walls of the second connecting crossbeam in the width direction respectively abut against the two middle cabin longitudinal beams. Thus, the first connecting crossbeam overlaps the middle cabin panel, and the two side walls of the second connecting crossbeam in the width direction respectively abut against the two middle cabin longitudinal beams, which can improve the stability of the connection between the front cabin body and the middle cabin body, reduce the difficulty of assembly, and improve the manufacturing efficiency of the whole vehicle.

[0018] In some embodiments, the front cabin body includes two front cabin main bodies spaced apart in the width direction, the two front cabin main bodies are respectively connected to the front cabin connecting part, and the front cabin main body is provided with a third force transmission rib. Thus, the two front cabin main bodies are spaced apart in the width direction, which can facilitate the installation and fixation of vehicle-mounted components such as wheels, and the front cabin main body is provided with a third force transmission rib, which can enhance the structural strength of the front cabin main body through the third force transmission rib, and can transmit the impact force received by the front cabin body to the middle cabin body and the rear cabin body, finally realizing the transmission and dispersion of the impact force, and improving the collision energy absorption effect.

[0019] In some embodiments, the front cabin main body includes a front cabin longitudinal beam and a front shock absorber tower, the front cabin longitudinal beam is extended in the length direction, and the front shock absorber tower is convexly arranged on the front cabin longitudinal beam. Therefore, the front cabin longitudinal beam is extended in the length direction, which can facilitate the installation and fixation of vehicle-mounted components such as wheels, and the front shock absorber tower is convexly arranged on the front cabin longitudinal beam, which can facilitate the installation of shock absorbers through the front shock absorber tower, alleviate the vibration generated by the vehicle during driving, and improve the smoothness of the vehicle driving.

[0020] In some embodiments, the front cabin connection part and the two front cabin main parts are integrally die-casted. Thus, integrally die-casting the three parts can improve the overall structural strength of the front cabin body and improve the production efficiency of the front cabin body. In addition, integrally die-casting the three parts can further transmit and disperse the impact force received by the frame from different directions, thereby improving the collision energy absorption effect.

[0021] In some embodiments, the rear cabin body includes a rear cabin connection part, the middle cabin body includes a middle cabin panel and two middle cabin longitudinal beams, the two middle cabin longitudinal beams extend in the length direction respectively, the two middle cabin longitudinal beams are connected to both sides of the middle cabin panel in the width direction of the middle cabin body, and the rear cabin connection part connects the middle cabin panel and the two middle cabin longitudinal beams respectively. Thus, the rear cabin connection part connects the middle cabin panel and the two middle cabin longitudinal beams respectively, which can improve the stability of the connection between the rear cabin body and the middle cabin body, and at the same time can alleviate the risk of large manufacturing errors accumulated due to more parts, thereby improving the manufacturing efficiency of the whole vehicle.

[0022] In some embodiments, the rear cabin connection portion includes a third connecting crossbeam and two connecting longitudinal beams, the two connecting longitudinal beams extend in the length direction respectively, the third connecting crossbeam is connected between the two connecting longitudinal beams, the third connecting crossbeam is overlapped on the middle cabin panel, the two connecting longitudinal beams are located between the two middle cabin longitudinal beams, and one connecting longitudinal beam abuts against one middle cabin longitudinal beam. Thus, the third connecting crossbeam is overlapped on the middle cabin panel, the two connecting longitudinal beams are located between the two middle cabin longitudinal beams, and one connecting longitudinal beam abuts against one middle cabin longitudinal beam, which can improve the stability of the connection between the rear cabin body and the middle cabin body, reduce the difficulty of assembly, and improve the manufacturing efficiency of the whole vehicle.

[0023] In some embodiments, the rear cabin body includes two rear cabin main bodies spaced apart in the width direction, the two rear cabin main bodies are respectively connected to the rear cabin connection part, and the rear cabin main bodies are provided with fourth force transmission ribs. Thus, the two rear cabin main bodies are spaced apart in the width direction, which can facilitate the installation and fixation of vehicle-mounted components such as wheels, and the rear cabin main body is provided with fourth force transmission ribs, which can enhance the structural strength of the rear cabin main body through the fourth force transmission ribs, and can transmit the impact force received by the rear cabin body to the middle cabin body and the front cabin body, finally realizing the transmission and dispersion of the impact force, and improving the collision energy absorption effect.

[0024] In some embodiments, the rear cabin main body includes a rear cabin longitudinal beam and a rear shock absorber tower, the rear cabin longitudinal beam is extended in the length direction, and the rear shock absorber tower is convexly arranged on the rear cabin longitudinal beam. Therefore, the rear cabin longitudinal beam is extended in the length direction, which can facilitate the installation and fixation of vehicle-mounted components such as wheels, and the rear shock absorber tower is convexly arranged on the rear cabin longitudinal beam, which can facilitate the installation of shock absorbers through the rear shock absorber tower, alleviate the vibration generated by the vehicle during driving, and improve the smoothness of the vehicle driving.

[0025] In some embodiments, the rear cabin connection part and the two rear cabin main parts are integrally die-casted. Thus, integrally die-casting the three parts can improve the overall structural strength of the rear cabin body and improve the production efficiency of the rear cabin body. In addition, integrally die-casting the three parts can further transmit and disperse the impact force received by the frame from different directions, thereby improving the collision energy absorption effect.

[0026] In order to solve the above problems, the present application provides a frame assembly, which includes a battery component and the above frame, and the battery component is arranged in a middle cabin of the frame.

[0027] In order to solve the above problems, the present application provides a vehicle, which includes the above frame assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0029] Figure 1 is a schematic diagram of the structure of a vehicle according to one or more embodiments;

[0030] Figure 2 is a schematic structural diagram of a frame assembly according to one or more embodiments;

[0031] Figure 3 is a schematic structural diagram of a vehicle frame according to one or more embodiments;

[0032] Figure 4 yes Figure 3 A schematic diagram of the disassembled structure of the frame shown;

[0033] Figure 5 yes Figure 3 The schematic diagram of the cross-section structure of the frame shown along the AA direction;

[0034] Figure 6 yes Figure 3 A schematic diagram of the structure of the frame shown in the top view;

[0035] Figure 7 yes Figure 6 A schematic diagram of the structure within the dotted frame in the frame shown.

[0036] Reference numerals: vehicle 1; frame assembly 2; vehicle-mounted component 3; frame 10; middle cabin 100; middle cabin panel 110; first surface 111; second surface 112; enclosure structure 120; middle cabin longitudinal beam 121; longitudinal plate 1211; first force transmission rib 1212; middle cabin cross beam 130; transverse plate 131; second force transmission rib 132; front cabin 200; front cabin connecting portion 210; first connecting cross beam 211; second connecting cross beam 212 12; front cabin main body 220; front cabin longitudinal beam 221; front shock tower 222; third force transmission rib 230; rear cabin body 300; rear cabin connecting part 310; third connecting cross beam 311; connecting longitudinal beam 312; rear cabin main body 320; rear cabin longitudinal beam 321; rear shock tower 322; fourth force transmission rib 330; accommodating space 400; installation space 500; length direction X; width direction Y; height direction Z; battery cell 20; cover plate 30. DETAILED DESCRIPTION

[0037] The following embodiments of the technical solution of the present application are described in detail in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application, and are therefore only used as examples, and cannot be used to limit the scope of protection of the present application.

[0038] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by technicians in the technical field to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" in the specification and claims of this application and the above-mentioned figure descriptions and any variations thereof are intended to cover non-exclusive inclusions.

[0039] In the description of the embodiments of the present application, the technical terms "first", "second", etc. are only used to distinguish different objects, and cannot be understood as indicating or implying relative importance or implicitly indicating the number, specific order or primary and secondary relationship of the indicated technical features. In the description of the embodiments of the present application, the meaning of "multiple" is more than two, unless otherwise clearly and specifically defined.

[0040] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0041] In the description of the embodiments of the present application, the term "and / or" is only a description of the association relationship of the associated objects, indicating that there may be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0042] In the description of the embodiments of the present application, the term "multiple" refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple pieces" refers to more than two pieces (including two pieces).

[0043] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, which are only for the convenience of describing the embodiments of the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the embodiments of the present application.

[0044] In the description of the embodiments of the present application, unless otherwise clearly specified and limited, technical terms such as "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal connection of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0045] Vehicles are commonly used means of transportation. The amount of materials used in a vehicle is directly related to the cost and weight of the vehicle. The weight of a vehicle is directly related to its energy consumption. The heavier the vehicle, the more energy it consumes when driving. Especially for new energy vehicles, since new energy vehicles often need to be equipped with a large number of batteries, which are generally heavy and take up a large space on the chassis, it is particularly important to reduce the weight of the vehicle and reduce the space occupied by the chassis.

[0046] Based on this, the present application provides a vehicle, see Figure 1 , Figure 1 is a schematic diagram of the structure of a vehicle according to one or more embodiments.

[0047] The vehicle 1 may be a fuel vehicle, a gas vehicle or a new energy vehicle, and the new energy vehicle may be a pure electric vehicle, a hybrid vehicle or an extended range vehicle, etc. The vehicle 1 may include a frame assembly 2 and a vehicle-mounted component 3, the vehicle-mounted component 3 may serve as the upper body of the vehicle 1, the frame assembly 2 may serve as the lower body of the vehicle 1, and the vehicle-mounted component 3 may be mounted on the frame assembly 2 to form the vehicle 1. Specifically, the frame assembly 2 may include but is not limited to a chassis, and the vehicle-mounted component 3 may include but is not limited to a vehicle body, which is mounted on the chassis and supported by the chassis.

[0048] The present application provides a frame assembly 2, see Figure 2 , Figure 2 is a schematic structural diagram of a frame assembly according to one or more embodiments.

[0049] The frame assembly 2 includes a battery component and a frame 10, and the battery component is arranged in the middle cabin 100 of the frame 10. The frame 10 may include a front cabin 200, a middle cabin 100 and a rear cabin 300. Specifically, the frame 10 is installed in the vehicle 1. When the vehicle 1 moves forward, the frame 10 can be divided into three parts in sequence along the moving direction. The front part of the frame 10 is the front cabin 200, the middle part of the frame 10 is the middle cabin 100, and the rear part of the frame 10 is the rear cabin 300. The front cabin 200 can be connected to the front axle, etc., the rear cabin 300 can be connected to the rear axle, etc., and the middle cabin 100 can be installed with the interior structure of the vehicle 1, such as the seat.

[0050] The battery component may include one or more battery cells 20. When there are multiple battery cells 20, the multiple battery cells 20 together form a battery module and are loaded into the middle cabin 100. The multiple battery cells 20 can be connected in series, in parallel, or in mixed connection. Mixed connection means that the multiple battery cells 20 are both connected in series and in parallel. The multiple battery cells 20 can be directly connected in series, in parallel, or in mixed connection, and then the whole formed by the multiple battery cells 20 is loaded into the middle cabin 100.

[0051] The manufacturing methods of the battery cell 20 include stacking and winding, that is, the battery cell 20 is divided into stacking cells and winding cells. The stacking battery has a uniform current collection effect, a small internal resistance of the battery, and a large specific power, but in order to improve the precision, the mold precision is extremely high, the equipment investment is high, and the process is relatively complex, and the production efficiency is low. The winding battery is simple to make, and the equipment precision requirements for the production and assembly process are general, the production efficiency is high, and the cost is low. In terms of performance, the winding battery has excellent high and low temperature performance, charges very quickly, has an ultra-long life, a stable high output voltage, a solid structure, and strong shock resistance.

[0052] When the battery components are installed in the middle cabin 100, the cover plate 30 can be used to seal and protect the battery components in cooperation with the middle cabin 100. In this embodiment, the frame assembly 2 can be applied to the CTC (Cell to Chassis) process, that is, the battery components are directly integrated into the frame 10. The CTC process can further deepen the integration of the battery system and the chassis of the vehicle 1, reduce the number of components, increase the space occupancy rate of the battery components, increase the battery capacity per unit space, and increase the driving range; at the same time, the CTC process can integrate the battery with the chassis, enhance the structural strength of the chassis, and improve the safety of the vehicle.

[0053] The frame 10 structure is one of the important components of the automobile. In relevant technical solutions, a large number of sheet metal parts are often used for welding and other operations to form the frame 10 chassis structure. However, the process of this formation method is relatively long, which leads to a longer vehicle manufacturing cycle, and the accumulated manufacturing errors of a large number of parts are large, which makes it difficult to adapt to the rapid iteration rhythm of the vehicle 1 in terms of manufacturing efficiency and manufacturing quality.

[0054] In order to solve the technical problems existing in the related art, the present application provides a frame, see Figure 3 and Figure 4 , Figure 3 is a schematic structural diagram of a vehicle frame according to one or more embodiments. Figure 4 yes Figure 3 Schematic diagram of the disassembled structure of the frame shown.

[0055] The vehicle frame 10 includes a front cabin 200, a rear cabin 300 and a middle cabin 100. The front cabin 200 is integrally formed, the rear cabin 300 is integrally formed, and the middle cabin 100 is integrally formed. In the length direction X of the middle cabin 100, the front cabin 200 and the rear cabin 300 are located on both sides of the middle cabin 100, and the middle cabin 100 is respectively connected to the front cabin 200 and the rear cabin 300. When the vehicle frame 10 is installed on a vehicle, the vehicle moves forward in the direction of the length direction X of the middle cabin 100.

[0056] The front cabin body 200, the rear cabin body 300 and the middle cabin body 100 can be formed by integral die casting, thereby replacing the scheme of welding a large number of sheet metal parts to form the front cabin body 200, the rear cabin body 300 and the middle cabin body 100 respectively, and can alleviate the risk of large manufacturing errors accumulated by a large number of parts. For example, the beam structure, shock tower, force transmission ribs, etc. of the front cabin can be integrally formed into the front cabin body 200 by integral die casting, and the beam structure, shock tower, force transmission ribs, etc. of the rear cabin can be integrally formed into the rear cabin body 300 by integral die casting, and the beam structure, force transmission ribs, etc. of the middle cabin can be integrally formed into the middle cabin body 100 by integral die casting.

[0057] The front cabin 200 may be fixedly connected to the middle cabin 100 or detachably connected, for example, the front cabin 200 may be detachably connected to the middle cabin 100 by threaded connection, or the front cabin 200 may be fixedly connected to the middle cabin 100 by welding, etc. Similarly, the rear cabin 300 may be fixedly connected to the middle cabin 100 or detachably connected, for example, the rear cabin 300 may be detachably connected to the middle cabin 100 by threaded connection, or the rear cabin 300 may be fixedly connected to the middle cabin 100 by welding, etc.

[0058] Through the above-mentioned embodiment, the front cabin 200, the middle cabin 100 and the rear cabin 300 are all formed in one piece, and the manufacturing efficiency of the front cabin 200, the middle cabin 100 and the rear cabin 300 can be improved through an integrated setting mode, and the number of parts of the frame 10 can be reduced, thereby reducing the welding, riveting and other assembly processes in the manufacturing process, improving production efficiency, and also improving the structural strength of the front cabin 200, the middle cabin 100 and the rear cabin 300. The middle cabin 100 is respectively connected to the front cabin 200 and the rear cabin 300 to form the frame 10, which can shorten the production process chain, is conducive to the flexible layout of the production workshop, and can further reduce the risk of manufacturing errors compared to the solution of assembling and forming with more parts, thereby improving the manufacturing efficiency of the whole vehicle.

[0059] Specifically, by integrating the front cabin 200, the middle cabin 100 and the rear cabin 300, and connecting the three to form the frame 10, the integrated design strategy can be applied to the extreme, the strength of the structural body can be maximized, and the overlapping redundancy can be reduced, which can significantly reduce the weight compared with the sheet metal frame 10 of the same structure. At the same time, the combination of the integrated die-cast front cabin 200, the middle cabin 100 and the rear cabin 300 can significantly reduce the bonding area of ​​the structural glue and the sealant, and reduce the sealing problems such as wading and leakage caused by the cumulative error and poor assembly accuracy after the battery is assembled.

[0060] Combination Figure 5 , Figure 5 yes Figure 3 The frame shown is a schematic diagram of the cross-section structure along the AA direction.

[0061] The middle cabin 100 is formed with a receiving space 400 and an installation space 500. In the height direction Z of the middle cabin 100, the opening of the installation space 500 and the opening of the receiving space 400 are arranged opposite to each other. The receiving space 400 is used to accommodate battery cells, and the installation space 500 is used to install vehicle-mounted components. When the frame 10 is installed on the vehicle, the direction of the vehicle perpendicular to the ground can be understood as the height direction Z. The installation space 500 and the receiving space 400 can be separated by a panel of the middle cabin 100. The opening of the installation space 500 and the opening of the receiving space 400 are arranged opposite to each other. Specifically, the opening of the receiving space 400 can face the ground, and the opening of the installation space 500 can face away from the ground, which can facilitate the installation of battery cells from the opening of the receiving space 400 into the receiving space 400, and facilitate the installation of vehicle-mounted components from the opening of the installation space 500 into the installation space 500. Among them, the vehicle-mounted components may include but are not limited to interior structures such as seats. There can be multiple battery cells, which together form a battery module and are loaded into the middle cabin 100, so that the frame 10 is suitable for the CTC process. Compared with the traditional battery pack process, the battery cells can be integrated on the frame 10, further reducing the number of parts, saving space, and improving structural efficiency. The vehicle weight can be greatly reduced, and the battery life can be increased.

[0062] Further, the middle cabin body 100 includes a middle cabin panel 110 and an enclosure structure 120, the middle cabin panel 110 has a first surface 111 and a second surface 112 disposed opposite to each other in the height direction Z, the enclosure structure 120 protrudes from the first surface 111 in the height direction Z to form an installation space 500, and the enclosure structure 120 protrudes from the second surface 112 in the height direction Z to form an accommodation space 400. The middle cabin panel 110 is plate-shaped, and the shape of the middle cabin panel 110 can be set according to actual conditions, and the accommodation space 400 and the installation space 500 can be separated by the middle cabin panel 110. The enclosure structure 120 is disposed around the circumference of the middle cabin panel 110 and is connected to the side surface of the middle cabin panel 110. The side wall of the enclosure structure 120 protruding from the first surface 111 and the cavity enclosed by the first surface 111 can be used as the installation space 500, and the side wall of the enclosure structure 120 protruding from the second surface 112 and the cavity enclosed by the second surface 112 can be used as the accommodation space 400, which can simplify the formation of the accommodation space 400 and the installation space 500, and facilitate the installation and matching of the vehicle-mounted components with the vehicle frame 10. When the battery cell is installed in the accommodation space 400, the opening of the accommodation space 400 can be covered by the cover plate, and the enclosure structure 120 can be used to seal the accommodation space 400, so that the battery cell can be better protected by the cover plate and the middle cabin 100.

[0063] Combination Figure 6 and Figure 7 , Figure 6 yes Figure 3A schematic diagram of the structure of the frame shown in FIG. Figure 7 yes Figure 6 A schematic diagram of the structure within the dotted frame in the frame shown.

[0064] The enclosure structure 120 includes two middle cabin longitudinal beams 121, which extend along the length direction X, are connected to both sides of the middle cabin panel 110 in the width direction Y of the middle cabin body 100, and protrude from the first surface 111 and the second surface 112 in the height direction Z. The width direction Y of the middle cabin body 100, the length direction X of the middle cabin body 100, and the height direction Z of the middle cabin body 100 are perpendicular to each other. The middle cabin longitudinal beams 121 are connected to both sides of the middle cabin panel 110 in the width direction Y of the middle cabin body 100, and the two middle cabin longitudinal beams 121 can better fix and protect the middle cabin panel 110, making it easier to form the accommodation space 400 and the installation space 500. The number of the middle cabin longitudinal beams 121 can be set according to actual conditions. For example, the number of the middle cabin longitudinal beams 121 can be three. Two middle cabin longitudinal beams 121 are adjacently arranged in the width direction Y and are connected to one side of the middle cabin panel 110 at the same time. Another middle cabin longitudinal beam 121 is spaced apart from the two middle cabin longitudinal beams 121 in the width direction Y and is connected to the other side of the middle cabin panel 110.

[0065] The middle cabin body 100 can be connected to the front cabin body 200 and the rear cabin body 300 respectively through the middle cabin panel 110 and the middle cabin longitudinal beam 121, and the middle cabin longitudinal beam 121 extends along the length direction X, and the impact force on the frame 10 can be dispersed and transmitted through the middle cabin longitudinal beam 121. Figure 6 As shown, the dashed arrows represent the impact force received by the vehicle frame 10. When the vehicle frame 10 receives the impact force from the front cabin 200, the impact force will be guided by the front cabin 200 to the middle cabin 100, and the impact force will be guided to the rear cabin 300 through the middle cabin longitudinal beam 121; when the vehicle frame 10 receives the impact force from the rear cabin 300, the impact force will be guided by the rear cabin 300 to the middle cabin 100, and the impact force will be guided to the front cabin 200 through the middle cabin longitudinal beam 121. Therefore, the two middle cabin longitudinal beams 121 extend along the length direction X, and the impact force received by the vehicle frame 10 from different directions can be transmitted and dispersed through the two middle cabin longitudinal beams 121, so as to achieve the collision energy absorption effect.

[0066] In some embodiments, the middle cabin longitudinal beam 121 includes two longitudinal plates 1211 and a first force transmission rib 1212. The two longitudinal plates 1211 extend along the length direction X respectively, and the two longitudinal plates 1211 are arranged at intervals in the width direction Y. The first force transmission rib 1212 is connected between the two longitudinal plates 1211. One of the two longitudinal plates 1211 can be connected to the middle cabin panel 110, and the two longitudinal beam plates are connected to each other through the first force transmission rib 1212. The first force transmission rib 1212 can be used to guide the impact force received by the middle cabin longitudinal beam 121. Therefore, the first force transmission rib 1212 is connected between the two longitudinal plates 1211, and the first force transmission rib 1212 can be fixed well through the longitudinal plates 1211. In addition, the first force transmission rib 1212 can also assist in transmitting and dispersing the impact force received by the frame 10 from different directions, thereby further achieving the collision energy absorption effect.

[0067] Furthermore, there are multiple first force transmission ribs 1212 , and the multiple first force transmission ribs 1212 are sequentially connected along the length direction X, and each first force transmission rib 1212 is inclined relative to the longitudinal plate body 1211 . Each first force transmission rib 1212 can be connected to two longitudinal plates 1211 at the same time, and the two ends of the first force transmission rib 1212 in the middle position can be connected to the two adjacent first force transmission ribs 1212 respectively. For example, the first end of the second first force transmission rib 1212 is simultaneously connected to the second end of the first first force transmission rib 1212 and a longitudinal plate 1211, and the second end of the second first force transmission rib 1212 is simultaneously connected to the first end of the third first force transmission rib 1212 and another longitudinal plate 1211; the second end of the third first force transmission rib 1212 is simultaneously connected to the first end of the fourth first force transmission rib 1212 and a longitudinal plate 1211, so that the two adjacent first force transmission ribs 1212 and the longitudinal plate 1211 form a triangle shape, and so on. Multiple triangles can be formed by cooperating with multiple first force transmission ribs 1212 and two longitudinal plates 1211. Thus, the plurality of first force transmission ribs 1212 are sequentially connected along the length direction X, and the impact force received by the front cabin 200 can be transmitted to the rear cabin 300 through the first force transmission ribs 1212, and finally the transmission and dispersion of the impact force is achieved, and the collision energy absorption effect is further improved. In some embodiments, the angle between the connection of two adjacent first force transmission ribs 1212 is an acute angle, so that the triangle formed by the two adjacent first force transmission ribs 1212 and the two longitudinal plates 1211 is an acute triangle, which can improve the force transmission effect of the first force transmission ribs 1212 while also improving the structural stability of the first force transmission ribs 1212 themselves. Alternatively, the triangle formed by the two adjacent first force transmission ribs 1212 and the two longitudinal plates 1211 is an obtuse triangle.

[0068] In some embodiments, the middle cabin body 100 further includes a middle cabin cross beam 130, which is extended along the width direction Y of the middle cabin body 100, and is located on the first surface 111 and connected to the enclosure structure 120. The middle cabin cross beam 130 can be fixed to the first surface 111, and both ends of the middle cabin cross beam 130 in the width direction Y can be connected to the enclosure structure 120 respectively. Specifically, when the enclosure structure 120 includes two middle cabin longitudinal beams 121, the two ends of the middle cabin cross beam 130 can be connected to the two middle cabin longitudinal beams 121 respectively. Therefore, the middle cabin cross beam 130 can play a better role in fixing and protecting the middle cabin panel 110.

[0069] The middle cabin body 100 can be connected to the front cabin body 200 and the rear cabin body 300 respectively through the middle cabin panel 110 and the enclosure structure 120, and the impact force on the frame 10 can be dispersed and transmitted through the enclosure structure 120 and the middle cabin cross beam 130. Figure 6 As shown, the dashed arrows represent the impact force received by the vehicle frame 10. When the vehicle frame 10 receives the impact force from the front cabin 200, the impact force will be guided by the front cabin 200 to the middle cabin 100, and the impact force will be guided to the rear cabin 300 and the middle cabin cross beam 130 through the enclosure structure 120; when the vehicle frame 10 receives the impact force from the rear cabin 300, the impact force will be guided by the rear cabin 300 to the middle cabin 100, and the impact force will be guided to the front cabin 200 and the middle cabin cross beam 130 through the enclosure structure 120. In this way, the impact force received by the vehicle frame 10 from different directions can be transmitted and dispersed through the middle cabin cross beam 130, so as to achieve the collision energy absorption effect.

[0070] Furthermore, there are multiple middle cabin cross beams 130, and multiple middle cabin cross beams 130 are arranged at intervals along the length direction X. The number of middle cabin cross beams 130 can be set according to actual conditions, and multiple middle cabin cross beams 130 can be arranged at equal intervals, or arranged according to actual predicted force conditions, etc. Therefore, by setting multiple middle cabin cross beams 130, the middle cabin panel 110 can be better fixed and protected by the middle cabin cross beams 130, and the impact force received by the frame 10 from different directions can be transmitted and dispersed to achieve the collision energy absorption effect.

[0071] Optionally, the middle cabin cross beam 130 includes two transverse plates 131 and a second force transmission rib 132, the two transverse plates 131 extend respectively in the width direction Y, the two transverse plates 131 are spaced apart in the length direction X, and the second force transmission rib 132 is connected between the two transverse plates 131. The two transverse plates 131 may both be connected to the middle cabin panel 110, the second force transmission rib 132 may be connected to the two transverse plates 131 and the middle cabin panel 110 at the same time, or the second force transmission rib 132 may be connected to the two transverse plates 131 and spaced apart from the middle cabin panel 110. Thus, the second force transmission rib 132 is connected between the two transverse plates 131, and the second force transmission rib 132 can be fixed well by the transverse plates 131, and the second force transmission rib 132 can also assist in transmitting and dispersing the impact force received by the frame 10 from different directions, thereby further achieving the collision energy absorption effect.

[0072] Furthermore, there are multiple second force transmission ribs 132, and the multiple second force transmission ribs 132 are connected in sequence along the width direction Y, and each second force transmission rib 132 is inclined relative to the transverse plate 131. Each second force transmission rib 132 can be connected to two transverse plates 131 at the same time, and the two ends of the second force transmission rib 132 at the middle position can be connected to two adjacent second force transmission ribs 132 respectively, for example, the first end of the second second force transmission rib 132 is simultaneously connected to the second end of the first second force transmission rib 132 and a transverse plate 131, and the second end of the second second force transmission rib 132 is simultaneously connected to the first end of the third second force transmission rib 132 and another transverse plate 131; the second end of the third second force transmission rib 132 is simultaneously connected to the first end of the fourth second force transmission rib 132 and a transverse plate 131, so that the two adjacent second force transmission ribs 132 and the transverse plate 131 form a triangle shape, and so on, multiple triangles can be formed by the cooperation of multiple second force transmission ribs 132 and two transverse plates 131. Thus, the plurality of second force transmission ribs 132 are sequentially connected along the length direction X, and the impact force received by the front cabin 200 can be transmitted to the rear cabin 300 through the second force transmission ribs 132, and finally the transmission and dispersion of the impact force is achieved, and the collision energy absorption effect is further improved. In some embodiments, the angle between the connection of two adjacent second force transmission ribs 132 is an acute angle, so that the triangle formed by the two adjacent second force transmission ribs 132 and the two transverse plates 131 is an acute triangle, which can improve the force transmission effect of the second force transmission ribs 132 while also improving the structural stability of the second force transmission ribs 132 themselves. Alternatively, the triangle formed by the two adjacent second force transmission ribs 132 and the two transverse plates 131 is an obtuse triangle.

[0073] Furthermore, the middle cabin longitudinal beam 121, the middle cabin cross beam 130 and the middle cabin panel 110 are integrally die-cast. Specifically, the middle cabin panel 110, the enclosure structure 120, the two longitudinal plates 1211 and the first force transmission rib 1212 of the middle cabin longitudinal beam 121, and the two transverse plates 131 and the second force transmission rib 132 of the middle cabin cross beam 130 are integrally die-cast. Thus, the overall structural strength of the middle cabin body 100 can be improved, and the production efficiency of the middle cabin body 100 can be improved. In addition, the integral die-casting can further transmit and disperse the impact force received by the frame 10 from different directions, thereby improving the collision energy absorption effect.

[0074] In some embodiments, the front cabin 200 includes a front cabin connection part 210, the middle cabin 100 includes a middle cabin panel 110 and two middle cabin longitudinal beams 121, the two middle cabin longitudinal beams 121 extend respectively along the length direction X, the two middle cabin longitudinal beams 121 are connected to both sides of the middle cabin panel 110 in the width direction Y of the middle cabin 100, and the front cabin connection part 210 respectively connects the middle cabin panel 110 and the two middle cabin longitudinal beams 121. The stability of the connection between the front cabin 200 and the middle cabin 100 can be improved, and the risk of large manufacturing errors accumulated due to more parts can be alleviated, thereby improving the manufacturing efficiency of the whole vehicle. The front cabin connection part 210 may be located between the two middle cabin longitudinal beams 121 in the width direction Y, or the front cabin connection part 210 may be located outside the two middle cabin longitudinal beams 121 in the width direction Y, or a part of the structure of the front cabin connection part 210 may be located between the two middle cabin longitudinal beams 121 in the width direction Y, and another part of the structure of the front cabin connection part 210 may be located outside the two middle cabin longitudinal beams 121 in the width direction Y. The front cabin connection part 210 may be fixedly connected to the middle cabin panel 110 and the middle cabin longitudinal beam 121 or detachably connected, for example, the front cabin connection part 210 may be welded and fixed to the middle cabin panel 110 and the middle cabin longitudinal beam 121, or threaded holes may be provided at corresponding positions so that the front cabin connection part 210 may be connected to the middle cabin panel 110 and the middle cabin longitudinal beam 121 through threaded fasteners.

[0075] Further, the front cabin connection part 210 includes a first connecting crossbeam 211 and a second connecting crossbeam 212 connected to each other, the first connecting crossbeam 211 and the second connecting crossbeam 212 extend along the width direction Y, the first connecting crossbeam 211 overlaps the middle cabin panel 110, and the two side walls of the second connecting crossbeam 212 in the width direction Y respectively abut against the two middle cabin longitudinal beams 121. The first connecting crossbeam 211 and the second connecting crossbeam 212 can be bent and connected to each other, such as forming an L shape after the first connecting crossbeam 211 and the second connecting crossbeam 212 are connected, and the middle cabin panel 110 can have an overlapping groove matching the first connecting crossbeam 211, which can facilitate the first connecting crossbeam 211 to overlap the middle cabin panel 110, and the first connecting crossbeam 211 and the middle cabin panel 110 can also play a positioning role for the front cabin connection part 210. Both side walls of the first connecting beam 211 and the second connecting beam 212 in the width direction Y can be abutted between the two middle cabin longitudinal beams 121. The first connecting beam 211 and / or the second connecting beam 212 can be provided with threaded holes, and corresponding threaded holes are provided on the middle cabin longitudinal beam 121 to facilitate the detachable connection between the front cabin body 200 and the middle cabin body 100, thereby improving the stability of the connection between the front cabin body 200 and the middle cabin body 100, reducing the difficulty of assembly, and improving the manufacturing efficiency of the entire vehicle.

[0076] Optionally, the front cabin body 200 includes two front cabin main bodies 220 spaced apart in the width direction Y, the two front cabin main bodies 220 are respectively connected to the front cabin connecting part 210, and the front cabin main body 220 is provided with a third force transmission rib 230. The front cabin main body 220 can be used to install vehicle-mounted components such as shock absorbers and axles of the vehicle. The shape and structure of the front cabin main body 220 can be set according to actual conditions. For example, the bottom of the front cabin main body 220 can be recessed upward to accommodate structures such as wheels of the vehicle; for another example, a through hole can be opened on the top of the front cabin main body 220 to accommodate vehicle shock absorbers, etc. The third force transmission ribs 230 may be mainly distributed on the outer surface of the front cabin main body 220. The shape and number of the third force transmission ribs 230 may be set according to actual conditions. The third force transmission ribs 230 may be randomly arranged. When there are multiple third force transmission ribs 230, multiple third force transmission ribs 230 may be spliced ​​with each other so that the third force transmission ribs 230 can extend from the end of the front cabin body 200 away from the middle cabin body 100 to a position close to the middle cabin body 100. The structural strength of the front cabin main body 220 can be enhanced through the third force transmission ribs 230, and the impact force received by the front cabin body 200 can be transmitted to the middle cabin body 100 and the rear cabin body 300, thereby finally achieving the transmission and dispersion of the impact force and improving the collision energy absorption effect.

[0077] Furthermore, the front cabin main body 220 includes a front cabin longitudinal beam 221 and a front shock absorber tower 222, wherein the front cabin longitudinal beam 221 is extended along the length direction X, and the front shock absorber tower 222 is convexly arranged on the front cabin longitudinal beam 221. The front shock absorber tower 222 may be located on the upper side of the front cabin longitudinal beam 221, and the lower side of the front cabin longitudinal beam 221 may be used to install vehicle-mounted components such as axles of the vehicle, and the front shock absorber tower 222 may be used to install the shock absorber of the vehicle. Specifically, the front shock absorber tower 222 may be provided with a shock absorber mounting hole, and the opening of the mounting hole faces away from the front cabin longitudinal beam 221, so as to facilitate the installation of the shock absorber in the mounting hole, thereby facilitating the vibration generated by the vehicle during driving through the shock absorber, thereby improving the driving smoothness of the vehicle.

[0078] Furthermore, the front cabin connection part 210 and the two front cabin main bodies 220 are integrally die-cast. Specifically, the first connecting crossbeam 211 and the second connecting crossbeam 212 of the front cabin connection part 210, the front cabin longitudinal beam 221 and the front shock tower 222 of the front cabin main body 220, and the third force transmission rib 230 are integrally die-cast. Thus, the overall structural strength of the front cabin body 200 can be improved, and the production efficiency of the front cabin body 200 can be improved. In addition, the integral die-casting can further transmit and disperse the impact force received by the frame 10 from different directions, thereby improving the collision energy absorption effect.

[0079] In some embodiments, the rear cabin body 300 includes a rear cabin connection part 310, the middle cabin body 100 includes a middle cabin panel 110 and two middle cabin longitudinal beams 121, the two middle cabin longitudinal beams 121 extend respectively along the length direction X, the two middle cabin longitudinal beams 121 are connected to both sides of the middle cabin panel 110 in the width direction Y of the middle cabin body 100, and the rear cabin connection part 310 respectively connects the middle cabin panel 110 and the two middle cabin longitudinal beams 121. The stability of the connection between the rear cabin body 300 and the middle cabin body 100 can be improved, and the risk of large manufacturing errors accumulated due to more parts can be alleviated, thereby improving the manufacturing efficiency of the whole vehicle. The rear cabin connection part 310 may be located between the two middle cabin longitudinal beams 121 in the width direction Y, or the rear cabin connection part 310 may be located outside the two middle cabin longitudinal beams 121 in the width direction Y, or a part of the structure of the rear cabin connection part 310 may be located between the two middle cabin longitudinal beams 121 in the width direction Y, and another part of the structure of the rear cabin connection part 310 may be located outside the two middle cabin longitudinal beams 121 in the width direction Y. The rear cabin connection part 310 may be fixedly connected to the middle cabin panel 110 and the middle cabin longitudinal beam 121 or detachably connected, for example, the rear cabin connection part 310 may be welded and fixed to the middle cabin panel 110 and the middle cabin longitudinal beam 121, or threaded holes may be opened at corresponding positions so that the rear cabin connection part 310 is connected to the middle cabin panel 110 and the middle cabin longitudinal beam 121 through threaded fasteners.

[0080] Further, the rear cabin connection part 310 includes a third connecting crossbeam 311 and two connecting longitudinal beams 312, the two connecting longitudinal beams 312 extend respectively along the length direction X, the third connecting crossbeam 311 is connected between the two connecting longitudinal beams 312, the third connecting crossbeam 311 is overlapped on the middle cabin panel 110, the two connecting longitudinal beams 312 are located between the two middle cabin longitudinal beams 121, and one connecting longitudinal beam 312 abuts against one middle cabin longitudinal beam 121. The third connecting crossbeam 311 and the two connecting longitudinal beams 312 can be connected to the middle cabin panel 110 at the same time, and the third connecting crossbeam 311 and the middle cabin panel 110 can be fixedly connected by welding, or can be detachably connected by bolts or the like. The two connecting longitudinal beams 312 are located between the two middle cabin longitudinal beams 121, and threaded holes can be opened between the connecting longitudinal beams 312 and the middle cabin longitudinal beams 121 to facilitate the detachable connection between the rear cabin body 300 and the middle cabin body 100, thereby improving the stability of the connection between the rear cabin body 300 and the middle cabin body 100, reducing the difficulty of assembly, and improving the manufacturing efficiency of the entire vehicle.

[0081] Optionally, the rear cabin body 300 includes two rear cabin main bodies 320 spaced apart in the width direction Y, the two rear cabin main bodies 320 are respectively connected to the rear cabin connecting part 310, and the rear cabin main body 320 is provided with a fourth force transmission rib 330. The rear cabin main body 320 can be used to install vehicle-mounted components such as shock absorbers and axles of the vehicle. The shape and structure of the rear cabin main body 320 can be set according to actual conditions. For example, the bottom of the rear cabin main body 320 can be recessed upward to accommodate structures such as wheels of the vehicle; for example, a through hole can be opened on the top of the rear cabin main body 320 to accommodate vehicle shock absorbers, etc. The fourth force transmission ribs 330 may be mainly distributed on the outer surface of the rear cabin main body 320. The shape and number of the fourth force transmission ribs 330 may be set according to actual conditions. The fourth force transmission ribs 330 may be randomly arranged. When there are multiple fourth force transmission ribs 330, multiple fourth force transmission ribs 330 may be spliced ​​with each other so that the fourth force transmission ribs 330 can extend from the end of the front cabin 200 away from the middle cabin 100 to a position close to the middle cabin 100. The structural strength of the rear cabin main body 320 can be enhanced through the fourth force transmission ribs 330, and the impact force received by the rear cabin 300 can be transmitted to the middle cabin 100 and the front cabin 200, thereby finally achieving the transmission and dispersion of the impact force and improving the collision energy absorption effect.

[0082] Furthermore, the rear cabin main body 320 includes a rear cabin longitudinal beam 321 and a rear shock absorber tower 322. The rear cabin longitudinal beam 321 is extended along the length direction X, and the rear shock absorber tower 322 is convexly arranged on the rear cabin longitudinal beam 321. The rear shock absorber tower 322 can be located on the upper side of the rear cabin longitudinal beam 321, and the lower side of the rear cabin longitudinal beam 321 can be used to install vehicle-mounted components such as axles of the vehicle, and the rear shock absorber tower 322 can be used to install the shock absorber of the vehicle. Specifically, the rear shock absorber tower 322 can be provided with a shock absorber mounting hole, and the opening of the mounting hole faces away from the rear cabin longitudinal beam 321, so that the shock absorber can be installed in the mounting hole, and then the vibration generated by the vehicle during driving can be alleviated by the shock absorber, thereby improving the driving smoothness of the vehicle.

[0083] Furthermore, the rear cabin connection part 310 and the two rear cabin main bodies 320 are integrally die-cast. Specifically, the third connecting cross beam 311 and the two connecting longitudinal beams 312 of the rear cabin connection part 310, the rear cabin longitudinal beam 321 and the rear shock tower 322 of the rear cabin main body 320, and the fourth force transmission rib 330 are integrally die-cast. Thus, the overall structural strength of the rear cabin body 300 can be improved, and the production efficiency of the rear cabin body 300 can be improved. In addition, the integral die-casting can further transmit and disperse the impact force received by the frame 10 from different directions, thereby improving the collision energy absorption effect.

[0084] In summary, the front cabin 200, the middle cabin 100 and the rear cabin 300 are all integrally formed, which can improve the manufacturing efficiency of the front cabin 200, the middle cabin 100 and the rear cabin 300 through an integrated setting, reduce the number of parts of the frame 10, and thus reduce the welding, riveting and other assembly processes in the manufacturing process, improve production efficiency, and also improve the structural strength of the front cabin 200, the middle cabin 100 and the rear cabin 300. The middle cabin 100 is respectively connected to the front cabin 200 and the rear cabin 300 to form the frame 10, which can shorten the production process chain, is conducive to the flexible layout of the production workshop, and can further reduce the risk of manufacturing errors compared to the solution of assembling and forming with more parts, thereby improving the manufacturing efficiency of the whole vehicle.

[0085] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A frame, It is characterized in that The frame comprises: a front cabin body, the front cabin body being integrally formed; a rear cabin body, the rear cabin body being integrally formed; The middle cabin body is integrally formed, and in the length direction of the middle cabin body, the front cabin body and the rear cabin body are located on both sides of the middle cabin body, and the middle cabin body is respectively connected to the front cabin body and the rear cabin body.

2. The frame according to claim 1, It is characterized in that The middle cabin is formed with a housing space and an installation space. In the height direction of the middle cabin, the opening of the installation space and the opening of the housing space are arranged opposite to each other. The housing space is used to accommodate battery cells, and the installation space is used to install vehicle-mounted components.

3. The frame according to claim 2, It is characterized in that The middle cabin body includes a middle cabin panel and an enclosure structure, the middle cabin panel has a first surface and a second surface arranged opposite to each other in the height direction, the enclosure structure protrudes from the first surface in the height direction to form the installation space, and the enclosure structure protrudes from the second surface in the height direction to form the accommodating space.

4. The frame according to claim 3, It is characterized in that The enclosure structure includes two middle cabin longitudinal beams, which extend along the length direction respectively. The two middle cabin longitudinal beams are connected to both sides of the middle cabin panel in the width direction of the middle cabin body, and the middle cabin longitudinal beams protrude from the first surface and the second surface respectively in the height direction.

5. The frame according to claim 4, It is characterized in that The middle cabin longitudinal beam includes two longitudinal plates and a first force transmission rib. The two longitudinal plates extend respectively along the length direction, the two longitudinal plates are spaced apart in the width direction, and the first force transmission rib is connected between the two longitudinal plates.

6. The frame according to claim 5, It is characterized in that There are multiple first force transmission ribs, and the multiple first force transmission ribs are connected in sequence along the length direction. Each first force transmission rib is inclined relative to the longitudinal plate body.

7. A frame according to any one of claims 3 to 6, It is characterized in that The middle cabin body also includes a middle cabin cross beam, which is extended along the width direction of the middle cabin body. The middle cabin cross beam is located on the first surface and is connected to the enclosure structure.

8. The frame according to claim 7, It is characterized in that There are multiple middle cabin cross beams, and the multiple middle cabin cross beams are arranged at intervals along the length direction.

9. The frame according to claim 7 or 8, It is characterized in that The middle cabin crossbeam includes two transverse plates and a second force transfer rib, the two transverse plates extend respectively along the width direction, the two transverse plates are spaced apart in the length direction, and the second force transfer rib is connected between the two transverse plates.

10. The frame according to claim 9, It is characterized in that There are multiple second force transmission ribs, and the multiple second force transmission ribs are connected in sequence along the width direction. Each second force transmission rib is inclined relative to the transverse plate.

11. A frame according to any one of claims 7 to 10, It is characterized in that The middle cabin longitudinal beam, the middle cabin cross beam and the middle cabin panel are integrally die-cast.

12. The frame according to any one of claims 1 to 11, It is characterized in that The front cabin body includes a front cabin connecting portion, and the middle cabin body includes a middle cabin panel and two middle cabin longitudinal beams, the two middle cabin longitudinal beams extend respectively along the length direction, and the two middle cabin longitudinal beams are connected to both sides of the middle cabin panel in the width direction of the middle cabin body, and the front cabin connecting portion connects the middle cabin panel and the two middle cabin longitudinal beams respectively.

13. The frame according to claim 12, It is characterized in that The front cabin connection portion includes a first connecting beam and a second connecting beam connected to each other, the first connecting beam and the second connecting beam extend along the width direction, the first connecting beam overlaps the middle cabin panel, and the two side walls of the second connecting beam in the width direction respectively abut against the two middle cabin longitudinal beams.

14. A frame according to claim 12 or 13, It is characterized in that The front cabin body comprises two front cabin main bodies spaced apart along the width direction, the two front cabin main bodies are respectively connected to the front cabin connecting parts, and the front cabin main bodies are provided with third force transmission ribs.

15. The frame according to claim 14, It is characterized in that The front cabin main body comprises a front cabin longitudinal beam and a front shock absorbing tower. The front cabin longitudinal beam is extended along the length direction, and the front shock absorbing tower is protruded from the front cabin longitudinal beam.

16. A frame according to claim 14 or 15, It is characterized in that The front cabin connecting portion and the two front cabin main body portions are integrally die-cast.

17. A frame according to any one of claims 1 to 16, It is characterized in that The rear cabin body includes a rear cabin connecting portion, and the middle cabin body includes a middle cabin panel and two middle cabin longitudinal beams, the two middle cabin longitudinal beams extend respectively along the length direction, and the two middle cabin longitudinal beams are connected to both sides of the middle cabin panel in the width direction of the middle cabin body, and the rear cabin connecting portion connects the middle cabin panel and the two middle cabin longitudinal beams respectively.

18. The frame according to claim 17, It is characterized in that The rear cabin connection part includes a third connecting cross beam and two connecting longitudinal beams, the two connecting longitudinal beams extend along the length direction respectively, the third connecting cross beam is connected between the two connecting longitudinal beams, the third connecting cross beam overlaps the middle cabin panel, the two connecting longitudinal beams are located between the two middle cabin longitudinal beams, and one connecting longitudinal beam abuts against one middle cabin longitudinal beam.

19. A frame according to claim 17 or 18, It is characterized in that The rear cabin body comprises two rear cabin main bodies spaced apart along the width direction, the two rear cabin main bodies are respectively connected to the rear cabin connecting parts, and the rear cabin main bodies are provided with fourth force transmission ribs.

20. The frame according to claim 19, It is characterized in that The rear cabin main body comprises a rear cabin longitudinal beam and a rear shock absorbing tower. The rear cabin longitudinal beam is extended along the length direction, and the rear shock absorbing tower is protruded from the rear cabin longitudinal beam.

21. A frame according to claim 19 or 20, It is characterized in that The rear cabin connecting portion and the two rear cabin main body portions are integrally die-cast.

22. A frame assembly, It is characterized in that The frame assembly comprises a battery component and a frame as claimed in any one of claims 1 to 21, wherein the battery component is arranged in a middle cabin of the frame.

23. A vehicle, It is characterized in that The vehicle includes the frame assembly of claim 22.

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