Chassis architecture

Abstract

The invention discloses a chassis framework, and relates to the technical field of chassis frameworks, the chassis framework comprises a front auxiliary frame, a rear auxiliary frame, a power source and a driving assembly, the front auxiliary frame is used for being arranged on a vehicle head, at least two first front suspension points are formed at the front end of the front auxiliary frame, at least two first tail suspension points are formed at the rear end of the front auxiliary frame, and the power source is arranged on the front auxiliary frame; the rear auxiliary frame is used for being arranged on a vehicle tail, at least two second front suspension points are formed at the front end of the rear auxiliary frame, at least two second tail suspension points are formed at the rear end of the rear auxiliary frame, the power source is arranged between the front auxiliary frame and the rear auxiliary frame, and the driving assembly comprises a front driving part and a rear driving part. The two ends of the front driving component are connected with part of the first front suspension points and part of the first tail suspension points respectively, the two ends of the rear driving component are connected with part of the second front suspension points and part of the second tail suspension points respectively, and the power source is connected with the front driving component and the rear driving component so as to be used for driving the front driving component and the rear driving component to operate.

Description

Technical Field

[0001] This invention relates to the field of chassis architecture technology, and in particular to a chassis architecture. Background Technology

[0002] In recent years, the new energy vehicle market has exhibited the dual characteristics of accelerated technological iteration and explosive growth in personalized demand. Consumers' needs for automobiles have shifted from simply being a means of transportation to scenario-based solutions. They not only focus on core performance aspects such as range and energy consumption, but also place differentiated demands on vehicle diversity, powertrain types, and intelligent configurations.

[0003] To meet diverse needs, OEMs need to develop multiple product lines simultaneously. However, traditional chassis architectures are mostly designed for specific vehicle sizes or powertrain types, and key interfaces have not formed a standardized system. Traditional chassis architectures have poor compatibility, and when developing new models, the main chassis structure needs to be redesigned, which leads to higher production costs.

[0004] Therefore, it is necessary to provide a new chassis architecture to solve the above-mentioned technical problems. Summary of the Invention

[0005] The main objective of this invention is to propose a chassis architecture that aims to improve the technical problems of poor compatibility and high production costs of existing chassis architectures.

[0006] To achieve the above objectives, the present invention provides a chassis architecture, comprising: A front subframe, which is used to be mounted on the front of the vehicle, has at least two first front mounting points at its front end and at least two first rear mounting points at its rear end. A rear subframe, which is used to be mounted at the rear of the vehicle, has at least two second front mounting points at its front end and at least two second rear mounting points at its rear end. A power source, wherein the power source is disposed between the front subframe and the rear subframe; A drive assembly includes a front drive component and a rear drive component. The two ends of the front drive component are respectively connected to a portion of the first front suspension point and a portion of the first tail suspension point. The two ends of the rear drive component are respectively connected to a portion of the second front suspension point and a portion of the second tail suspension point. A power source is connected to the front drive component and the rear drive component to drive the front drive component and the rear drive component.

[0007] In one embodiment, side suspension points are formed on both sides of the front subframe, and the front drive component is connected to a portion of the side suspension points.

[0008] In one embodiment, the chassis architecture further includes a drive shaft assembly, which includes a front drive shaft and a rear drive shaft. The front drive shaft is driven to the front drive component, and the rear drive shaft is driven to the rear drive component. The motor of the front drive component is located at the front end of the front drive shaft, and the motor of the rear drive component is located at the rear end of the rear drive shaft.

[0009] In one embodiment, the power source includes a power battery, which includes a front high-voltage interface and a rear high-voltage interface. The front high-voltage interface is electrically connected to the high-voltage port of the front drive component via a high-voltage line, and the rear high-voltage interface is electrically connected to the high-voltage port of the rear drive component via a high-voltage line.

[0010] In one embodiment, the power source includes a power battery and a fuel tank, the chassis architecture also includes an engine, the fuel tank is connected to the engine via a fuel line, the engine is connected to the front drive component, the power battery includes a front high-voltage interface and a rear high-voltage interface, the front high-voltage interface is electrically connected to the high-voltage port of the front drive component via a high-voltage line, and the rear high-voltage interface is electrically connected to the high-voltage port of the rear drive component via a high-voltage line.

[0011] In one embodiment, a first fixing bracket is provided on both sides of the power battery. The chassis structure also includes a vehicle body floor plate and a plurality of first fixing bolts. The front subframe and the rear subframe are both mounted on the top surface of the vehicle body floor plate. The first fixing bracket has a plurality of first fixing holes spaced apart along the length direction of the vehicle body floor plate. The first fixing bolts pass through the first fixing holes and are installed on the bottom surface of the vehicle body floor plate to fix the power battery to the bottom surface of the vehicle body floor plate. The number of the plurality of first fixing bolts and the plurality of first fixing holes are equal and are arranged in a one-to-one correspondence.

[0012] In one embodiment, multiple second fixing brackets are provided at both the front and rear ends of the power battery, and the chassis structure further includes multiple second fixing bolts. The multiple second fixing brackets are spaced apart along the width direction of the vehicle body floor plate. Each second fixing bracket has a second fixing hole. The second fixing bolt passes through the second fixing hole and is installed on the bottom surface of the vehicle body floor plate. The number of multiple second fixing bolts and multiple second fixing holes are equal and are arranged in a one-to-one correspondence.

[0013] In one embodiment, the chassis architecture further includes a plurality of third fixing bolts, and the housing of the power battery has a plurality of through holes spaced apart along the width direction of the vehicle body floor. The third fixing bolts pass through the through holes and are installed on the bottom surface of the vehicle body floor. The number of the plurality of third fixing bolts and the plurality of through holes are equal and are arranged in a one-to-one correspondence.

[0014] In one embodiment, the first front suspension point, the second rear suspension point, and the side suspension point are all provided with connectors. Each connector includes a first connecting plate and two second connecting plates spaced apart from the first connecting plate. Each second connecting plate has a first connecting hole. The front end and side of the front drive component and the rear end of the rear drive component are all provided with fasteners. Each fastener has a second connecting hole. The chassis structure also includes fasteners that pass through a first connecting hole, a second connecting hole, and another first connecting hole in sequence to lock the fasteners to the connectors.

[0015] In one embodiment, both the second front suspension point and the first rear suspension point are provided with through holes, and a bushing is fixed in the through holes. The chassis structure also includes a fixing long bolt. The rear end of the front drive component and the front end of the rear drive component are both formed with locking holes, and the fixing long bolt passes through the bushing and is installed in the locking holes.

[0016] In the above scheme, the chassis architecture includes a front subframe, a rear subframe, a power source, and a drive assembly. The front subframe is mounted at the front of the vehicle, with at least two first front mounting points at its front end and at least two first rear mounting points at its rear end. The rear subframe is mounted at the rear of the vehicle, with at least two second front mounting points at its front end and at least two second rear mounting points at its rear end. The power source is located between the front and rear subframes. The drive assembly includes a front drive component and a rear drive component. The two ends of the front drive component are connected to a portion of the first front mounting points and a portion of the first rear mounting points, respectively. The two ends of the rear drive component are connected to a portion of the second front mounting points and a portion of the second rear mounting points, respectively. The power source is connected to the front and rear drive components to drive the front and rear drive components. Specifically, the front subframe is installed in the front chassis area through body positioning holes and secured to the body longitudinal beams using high-strength bolts. This ensures that the positional accuracy of the first front mount point and the first rear mount point is not excessively inaccurate. The rear subframe is installed in the rear chassis area and connected to the body floor via positioning pins. After bolt tightening, it is ensured that the second front mount point and the second rear mount point are aligned with the design coordinates. The power source is then hoisted to the central area between the front and rear subframes and fixed to the body crossbeams via bottom brackets. The power source output is ensured to face the front and rear drive components. Different front drive components are selected based on the vehicle model, and the front drive components are connected to... The front subframe has corresponding first front mounts and corresponding first rear mounts. Since there are at least two first front mounts and two first rear mounts, the front subframe can mount different types of front drive components, such as electric motors, hybrid powertrains, engines, and distributed motors. Then, different rear drive components are selected according to the vehicle model and connected to the corresponding second front mounts and corresponding second rear mounts of the rear subframe. The rear drive components can be electric motors, distributed motors, etc. The power source is connected to the front drive components and the rear drive components to provide kinetic energy for their operation. This invention adopts a modular design for the first front and first rear mounting points of the front subframe and the second front and second rear mounting points of the rear subframe. This design is compatible with different types of drive components, such as conventional electric drive, distributed electric drive, and hybrid powertrains. It eliminates the need for separate development of mounting brackets, increases the commonality rate of parts, reduces the development cost of a single model chassis, and allows for rapid positioning of front and rear drive components through predefined mounting points. This reduces assembly steps and shortens the assembly time of a single chassis. The same chassis architecture can be used to generate multiple models, such as pure electric, hybrid, conventional four-wheel drive, and distributed four-wheel drive, by adjusting the distance between the front and rear subframes and the combination of drive components, thus significantly improving the compatibility of the chassis architecture. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0018] Figure 1 A schematic diagram illustrating the structure of the chassis architecture provided by this invention when applied to a conventional four-wheel drive hybrid vehicle. Figure 2 A schematic diagram illustrating the structure of the chassis architecture provided by this invention when applied to a hybrid vehicle with distributed four-wheel drive. Figure 3 A schematic diagram illustrating the structure of the chassis architecture provided by this invention when applied to a typical four-wheel drive pure electric vehicle. Figure 4 This is a schematic diagram illustrating the connection between the power source and the vehicle chassis in one embodiment of the present invention. Figure 5 This is a schematic diagram illustrating the connection between the power source and the vehicle chassis in another embodiment of the present invention. Figure 6 A schematic diagram illustrating the connection between the drive assembly and the front subframe according to an embodiment of the present invention; Figure 7 A schematic diagram showing the connection between the drive assembly and the front subframe in another embodiment of the present invention; Figure 8 A schematic diagram of the structure of an embodiment of the bushing kit provided by the present invention; Figure 9 This is a schematic diagram illustrating the connection of one embodiment of the connector and fastener provided by the present invention.

[0019] Explanation of icon numbers: 100. Chassis Structure; 1. Front Subframe; 11. First Front Mounting Point; 12. First Rear Mounting Point; 13. Side Mounting Points; 2. Rear Subframe; 21. Second Front Mounting Point; 22. Second Rear Mounting Point; 3. Power Source; 31. Power Battery; 311. First Mounting Bracket; 311a. First Mounting Hole; 312. Fourth Mounting Bracket; 312a. Fourth Mounting Hole; 313. Second Mounting Bracket; 313a. Second Mounting Hole; 314. Through Hole; 315. Front High-Voltage Interface; 316. Rear High-Voltage Interface; 32. 4. Fuel tank; 5. Drive assembly; 6. Front drive unit; 7. Engine; 8. Hybrid powertrain; 9. Rear drive unit; 101. Drive shaft assembly; 11. Front drive shaft; 12. Rear drive shaft; 13. Body floor; 14. First fixing bolt; 15. Second fixing bolt; 16. Third fixing bolt; 17. Connecting piece; 18. First connecting plate; 19. Second connecting plate; 100. First connecting hole; 101. Fixing piece; 102. Fastener; 103. Fastener; 104. Through hole; 105. Liner; 106. Fixing bolt.

[0020] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0022] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0023] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0024] To achieve the above objectives, please refer to Figures 1 to 3This invention proposes a chassis architecture 100, including a front subframe 1, a rear subframe 2, a power source 3, and a drive assembly 4. The front subframe 1 is mounted at the front of the vehicle, with at least two first front mounting points 11 formed at its front end and at least two first rear mounting points 12 formed at its rear end. The rear subframe 2 is mounted at the rear of the vehicle, with at least two second front mounting points 21 formed at its front end and at least two second rear mounting points 22 formed at its rear end. The power source 3 is located between the front subframe 1 and the rear subframe 2. The drive assembly 4 includes a front drive component 41 and a rear drive component 42. The two ends of the front drive component 41 are respectively connected to a portion of the first front mounting point 11 and a portion of the first rear mounting point 12. The two ends of the rear drive component 42 are respectively connected to a portion of the second front mounting point 21 and a portion of the second rear mounting point 22. The power source 3 is connected to the front drive component 41 and the rear drive component 42 to drive the front drive component 41 and the rear drive component 42. Specifically, the front subframe 1 is installed in the front chassis area through body positioning holes and fastened to the body longitudinal beams using high-strength bolts, ensuring that the positional accuracy error of the first front mounting point 11 and the first rear mounting point 12 is not too large. The rear subframe 2 is installed in the rear chassis area and connected to the body floor through positioning pins. After bolt tightening, it is ensured that the second front mounting point 21 and the second rear mounting point 22 are consistent with the design coordinates. The power source 3 is hoisted to the central area between the front subframe 1 and the rear subframe 2 and fixed to the body crossbeam through the bottom bracket, ensuring that the output end of the power source 3 faces the front and rear drive components 42. Different front drive components 41 are selected according to the vehicle model, and the front drive components 41 are connected to the corresponding parts of the front subframe 1. The first front mounting point 11 and the corresponding first rear mounting point 12, since there are at least two of each, allow the front subframe 1 to mount different types of front drive components 41. The front drive component 41 can be an electric motor, a hybrid powertrain 412, an engine 411, a distributed motor, etc. Then, different rear drive components 42 are selected according to the vehicle model, and the rear drive components 42 are connected to the corresponding second front mounting point 21 and the corresponding second rear mounting point 22 of the rear subframe 2. The rear drive component 42 can be an electric motor, a distributed motor, etc. The power source 3 is connected to the front drive component 41 and the rear drive component 42 to provide kinetic energy for their operation.This invention adopts a modular design for the first front mounting point 11 and the first rear mounting point 12 of the front subframe 1, and the second front mounting point 21 and the second rear mounting point 22 of the rear subframe 2. This design allows for compatibility with different types of drive components, such as conventional electric drive, distributed electric drive, and hybrid powertrain 412. It eliminates the need for separate development of mounting brackets, increases the commonality rate of components, and reduces the development cost of a single chassis model. The front drive component 41 and the rear drive component 42 are quickly positioned using predefined mounting points, reducing assembly steps and shortening the assembly time for a single chassis. The same chassis architecture 100 can be used to generate multiple models, including pure electric, hybrid, conventional four-wheel drive, and distributed four-wheel drive models, by adjusting the distance between the front subframe 1 and the rear subframe 2 and the combination of drive components, significantly improving the compatibility of the chassis architecture 100.

[0025] Please see Figure 1 and Figure 3 In one embodiment, side mounting points 13 are formed on both sides of the front subframe 1, and the front drive component 41 is connected to some of the side mounting points 13. Traditional front drive components 41 mostly rely on longitudinal support at the front and rear ends, which is prone to lateral swaying when the motor speed is high or the torque fluctuates, causing vibration to be transmitted to the vehicle body through the mountings and causing abnormal noise in the cabin. The side mounting points 13, together with the original front and rear mounting points, form a three-dimensional multi-point support structure, which can simultaneously limit the displacement of the drive component in both longitudinal and lateral directions, thereby improving the support rigidity. The side mounting points 13 adopt a standardized interface design, which can be compatible with front drive components 41 of different power levels. When the vehicle model is changed, the side mounting points 13 can also be connected to the changed front drive component 41 without redesigning the front subframe 1 structure, further improving the compatibility of the chassis architecture 100.

[0026] Please see Figure 1Furthermore, when the chassis architecture 100 is applied to a hybrid vehicle's ordinary four-wheel drive model, the front drive component 41 includes an engine 411 and a hybrid assembly 412. The engine 411 and the hybrid assembly 412 are fixed together as a whole by bolts through a housing. The engine 411 and the hybrid assembly 412 are connected at the transmission threshold. An electric motor is installed in the hybrid assembly 412. The rear of the hybrid assembly 412 is connected to a first rear suspension point 12. The side of the hybrid assembly 412 away from the engine 411 is connected to a side suspension point 13. The side away from the hybrid powertrain 412 is connected to the side mounting point 13. The front end of the engine 411 is connected to the first front mounting point 11. The engine 411 is fixed by the four mounting points, which ensures the fixing strength and NVH performance of the engine 411 and the hybrid powertrain 412. NVH is an abbreviation for noise, vibration and harshness. It is a comprehensive performance index that measures the noise, vibration and subjective discomfort of the driver and passengers caused by the movement of the power system, chassis, body and other components or external environmental excitation during the driving process. It not only includes objective physical parameters, but also encompasses the subjective evaluation of comfort and premium feel by drivers and passengers, and is one of the core indicators for measuring vehicle quality in automotive engineering; the rear drive component 42 of the rear suspension of the hybrid vehicle's ordinary four-wheel drive model includes a rear ordinary motor, which is fixed by a three-point mount. The front end of the rear ordinary motor is connected to a second front mount point 21, and the rear end of the rear ordinary motor is connected to two second rear mount points 22. This can effectively ensure the fixing strength and NVH performance reliability of the rear ordinary motor; the two ends of the power source 3 are connected to the hybrid powertrain 412 and the rear ordinary motor respectively, supplying power to the hybrid powertrain 412 and the rear ordinary motor.

[0027] Please see Figure 2 Furthermore, when the chassis architecture 100 is applied to a hybrid electric vehicle distributed four-wheel drive model, the front drive component 41 includes a front distributed motor. The front end of the front distributed motor is connected to two first front mounting points 11, and the rear end of the front distributed motor is connected to two first rear mounting points 12. Compared to a hybrid electric vehicle ordinary four-wheel drive model, the front end of the front distributed motor shares a first front mounting point 11 with the engine 411, and the rear end of the front distributed motor shares a first rear mounting point 12 with the hybrid powertrain 412. The rear drive component 42 includes a rear distributed motor. The front end of the rear distributed motor is connected to two second front mounting points 21, and the rear end of the rear distributed motor is connected to two second rear mounting points 22. The rear end of the rear distributed motor shares a second front mounting point 21 with the rear end of the ordinary motor. This facilitates the shared design between hybrid electric vehicle distributed four-wheel drive models and hybrid electric vehicle ordinary four-wheel drive models, thereby reducing the overall vehicle development cost.

[0028] Please see Figure 3Furthermore, when the chassis architecture 100 is applied to a pure electric vehicle's ordinary four-wheel drive model, the front drive component 41 includes a front ordinary motor, and the rear drive component 42 includes a rear ordinary motor. The front end of the front ordinary motor is connected to a first front mounting point 11, the rear end of the front ordinary motor is connected to a first rear mounting point 12, and the side of the front ordinary motor is connected to a side mounting point 13. The side and rear end of the front ordinary motor share the side mounting point 13 and the first rear mounting point 12 with the hybrid powertrain 412 of the hybrid vehicle's ordinary four-wheel drive model. The front end of the front ordinary motor shares a first front mounting point 11 with the front distributed motor of the hybrid vehicle's distributed four-wheel drive model. The front end of the rear ordinary motor is connected to a first front mounting point 11, and the rear end of the rear ordinary motor is connected to two first rear mounting points 12. The rear ordinary motor shares mounting points with the rear ordinary motor in the hybrid vehicle's ordinary four-wheel drive model.

[0029] Based on the above description, it is clear that the chassis architecture 100 can be applied to a variety of vehicle models. The chassis architecture 100 adopts a common design, thereby reducing the overall vehicle development cost.

[0030] Please see Figures 1 to 3 In one embodiment, the chassis architecture 100 further includes a drive shaft assembly 5, which includes a front drive shaft 51 and a rear drive shaft 52. The front drive shaft 51 is connected to the front drive component 41, and the rear drive shaft 52 is connected to the rear drive component 42. The motor of the front drive component 41 is located at the front end of the front drive shaft 51, and the motor of the rear drive component 42 is located at the rear end of the rear drive shaft 52. Whether it is a hybrid vehicle with ordinary four-wheel drive, a hybrid vehicle with distributed four-wheel drive, or a pure electric vehicle with ordinary four-wheel drive, the motor of the front drive component 41 is always located at the front end of the front drive shaft 51, that is, closer to the front of the vehicle, and the motor of the rear drive component 42 is always located at the rear end of the rear drive shaft 52, that is, closer to the rear of the vehicle. This helps to free up space between the front drive component 41 and the rear drive component 42, allowing the power source 3 to be set larger, thereby enabling the power source 3 to store more energy and provide more energy to the front drive component 41 and the rear drive component 42.

[0031] Please see Figure 3 and Figure 5In one embodiment, the power source 3 includes a power battery 31, which includes a front high-voltage interface 315 and a rear high-voltage interface 316. The front high-voltage interface 315 is electrically connected to the high-voltage port of the front drive component 41 via a high-voltage line, and the rear high-voltage interface 316 is electrically connected to the high-voltage port of the rear drive component 42 via a high-voltage line. In both hybrid and pure electric vehicles, the power source 3 includes a power battery 31. The front high-voltage interface 315 and the rear high-voltage interface 316 of the power battery 31 are electrically connected to the high-voltage ports of the front drive component 41 and the rear drive component 42 respectively via high-voltage lines. This effectively shortens the length of the vehicle's high-voltage wiring harness and facilitates the arrangement of the vehicle's high-voltage wiring harness, thereby reducing the overall vehicle cost and facilitating the modular design of the vehicle architecture. In the traditional single-interface design, the power battery 31 needs to be connected to the front and rear drive components 42 via a long high-voltage line, which is relatively long. Separating the front and rear interfaces significantly shortens the length of the high-voltage lines. The DC resistance of the high-voltage lines decreases with the reduced length; for example, when the length of a copper high-voltage line is shortened from 6m to 3m, the resistance drops from 0.0021Ω to 0.00105Ω. At a rated operating current of 300A, the single-circuit power loss decreases from 189W to 94.5W, improving the overall vehicle energy transmission efficiency. High-voltage lines generate alternating electromagnetic fields under high-frequency current; shorter lines have smaller radiation areas, reducing electromagnetic interference to surrounding electronic equipment and preventing signal misinterpretation due to electromagnetic interference.

[0032] Please see Figure 1 , Figure 2 and Figure 4In one embodiment, the power source 3 includes a power battery 31 and a fuel tank 32. The chassis architecture 100 also includes an engine 411. The fuel tank 32 is connected to the engine 411 through a fuel line. The engine 411 is connected to the front drive component 41 in a transmission connection. The power battery 31 includes a front high-voltage interface 315 and a rear high-voltage interface 316. The front high-voltage interface 315 is electrically connected to the high-voltage port of the front drive component 41 through a high-voltage line. The rear high-voltage interface 316 is electrically connected to the high-voltage port of the rear drive component 42 through a high-voltage line. In hybrid vehicles, the power source 3 includes a power battery 31 and a fuel tank 32. The front high-voltage interface 315 and the rear high-voltage interface 316 of the power battery 31 are electrically connected to the high-voltage ports of the front drive component 41 and the rear drive component 42 respectively via high-voltage wires. This effectively shortens the length of the overall high-voltage wiring harness and facilitates the overall layout of the high-voltage wiring harness, thereby reducing the overall vehicle cost and facilitating the modular design of the vehicle architecture. A high-voltage fuel pipe is led out from the fuel outlet of the fuel tank 32 and extends along the inner side of the chassis longitudinal beam to the fuel inlet of the engine 411. By removing the fuel tank 32 and the engine 411, and retaining only the power battery 31 and the front and rear drive components 42, the vehicle can be switched to a pure electric vehicle. By retaining the engine 411 and the fuel tank 32 and closing the rear high-voltage interface, the vehicle can be switched to a hybrid front-wheel drive vehicle without redesigning the chassis architecture 100, thus shortening the development cycle. Core components such as the power battery 31, the front and rear drive components 42, and the high-voltage wiring harness are interchangeable between hybrid and pure electric vehicles, reducing the number of parts and lowering the manufacturing cost per vehicle.

[0033] Please see Figures 1 to 5In one embodiment, the power battery 31 is provided with first fixing brackets 311 on both sides. The chassis frame 100 also includes a vehicle body floor 6 and a plurality of first fixing bolts 7. The front subframe 1 and the rear subframe 2 are both mounted on the top surface of the vehicle body floor 6. The first fixing brackets 311 are formed with a plurality of first fixing holes 311a spaced apart along the length direction of the vehicle body floor 6. The first fixing bolts 7 pass through the first fixing holes 311a and are mounted on the bottom surface of the vehicle body floor 6 to fix the power battery 31 to the bottom surface of the vehicle body floor 6. The number of the plurality of first fixing bolts 7 and the plurality of first fixing holes 311a are equal and are arranged in a one-to-one correspondence. Both sides of the power battery 31 are provided with first fixing brackets 311, which are fixedly connected to the vehicle body floor 6 by first fixing bolts 7. The power battery 31 is installed on the bottom surface of the vehicle body floor 6, that is, the side facing the ground. The power battery 31 is one of the components with the highest weight of the whole vehicle, and its fixing structure needs to withstand static weight and dynamic load. The first fixing brackets 311 on both sides of the power battery 31 form a double-sided clamping structure, which can balance the longitudinal inertial force of the battery pack during vehicle acceleration or braking, as well as the lateral centrifugal force during turning, and avoid the bending deformation of the bracket caused by unilateral fixing. Multiple first fixing holes 311a are provided at intervals along the length of the vehicle body on the first fixing brackets 311, which are matched with corresponding first fixing bolts 7 to achieve multi-point distributed fixing. Compared with the traditional design with one fixing point at each end, the vertical load borne by a single bolt is reduced, the contact stress between the vehicle body floor 6 and the bracket is reduced, and local dents of the floor are avoided. The front subframe 1 and rear subframe 2 are mounted on the top surface of the vehicle body floor 6, while the power battery 31 is fixed to the bottom surface of the floor, forming a synergistic load-bearing structure that enhances the rigidity of the top subframe and reduces the weight of the battery pack on the bottom surface. This increases the bending mode frequency of the vehicle body floor 6, reducing structural fatigue caused by resonance. Multiple first fixing holes 311a on the first fixing bracket 311 are distributed at intervals along the length of the vehicle body, allowing for different hole combinations to be selected according to the length of the battery pack. This eliminates the need to redesign the bracket or vehicle body floor 6, making it compatible with multiple vehicle platforms, including pure electric, hybrid, long wheelbase, and short wheelbase models.

[0034] Please see Figure 3 and Figure 5 Furthermore, for pure electric vehicles with ordinary four-wheel drive, the power battery 31 is larger in volume and size than that of hybrid vehicles. Therefore, a fourth fixing bracket 312 is provided on both sides of the power battery 31. The first fixing bracket 311 and the fourth fixing bracket 312 are spaced apart. The fourth fixing bracket 312 is provided with a fourth fixing hole 312a. The fourth fixing bracket 312 is locked to the vehicle body floor 6 by bolts. This can securely fix the larger power battery 31 to the vehicle body floor 6.

[0035] Please see Figures 1 to 5In one embodiment, multiple second fixing brackets 313 are provided at both the front and rear ends of the power battery 31. The chassis frame 100 also includes multiple second fixing bolts 8. The multiple second fixing brackets 313 are spaced apart along the width direction of the vehicle body floor 6. Each second fixing bracket 313 has a second fixing hole 313a. The second fixing bolts 8 pass through the second fixing holes 313a and are installed on the bottom surface of the vehicle body floor 6. The number of multiple second fixing bolts 8 and multiple second fixing holes 313a are equal and are arranged in a one-to-one correspondence. Multiple second fixing brackets 313 are provided at both the front and rear ends of the power battery 31 and are fixedly connected to the vehicle body floor 6 by the second fixing bolts 8. During vehicle operation, the power battery 31 bears longitudinal inertial force, lateral centrifugal force, vertical impact force and combined torque. The front and rear end brackets are mainly responsible for bearing the longitudinal force. During braking, the forward inertial force of the battery pack is directly borne by the front second fixing bracket 313 and transmitted to the front subframe 1 through the vehicle body floor 6. During acceleration, the backward inertial force is borne by the rear second fixing bracket 313. Meanwhile, the first fixing brackets 311 on both sides are arranged longitudinally to help resist the warping tendency of the battery pack caused by longitudinal force.

[0036] Please see Figures 1 to 5 In one embodiment, the chassis architecture 100 further includes multiple third fixing bolts 9. The housing of the power battery 31 has multiple through holes 314 spaced apart along the width direction of the vehicle floor 6. The third fixing bolts 9 pass through the through holes 314 and are installed on the bottom surface of the vehicle floor 6. The number of the multiple third fixing bolts 9 and the multiple through holes 314 are equal and are arranged one-to-one. Key components such as high-voltage wiring harnesses, cooling pipes, and low-voltage signal lines need to be arranged around the power battery 31. Traditional brackets will occupy 100mm to 150mm of space on both sides and front and rear ends of the housing, resulting in crowded arrangement of surrounding components. The through holes 314 along the width direction are located inside the housing and do not protrude from the sides of the housing. A larger net space can be left on both sides of the housing to accommodate double-layer high-voltage wiring harnesses or integrated cooling pipes. The total length of the wiring is shortened. After eliminating the unnecessary brackets, the overall height of the battery pack is reduced, the ground clearance of the vehicle can be increased, or the height of the cabin floor can be reduced, adapting to the trend of low-slung vehicle design. The through holes 314 are directly integrated into the housing of the power battery 31 and are spaced apart along the width direction. In conjunction with the pre-set threaded holes on the vehicle body floor 6, the installation and maintenance process is greatly simplified. When machining the through holes 314, the through holes and the threaded holes on the vehicle body floor 6 are positioned synchronously using tooling. When hoisting the battery pack, it is only necessary to visually align the through holes 314 with the threaded holes on the floor. When replacing the battery pack or repairing internal components of the housing, it is only necessary to loosen the third fixing bolt 9 on the bottom surface of the vehicle body floor 6 and use the chassis lift to lower the battery pack as a whole, which greatly shortens the maintenance time.

[0037] Furthermore, the upper vehicle floor uses CFRP unidirectional fabric and epoxy resin prepreg, with a thickness of 3mm, and is co-cured with the aluminum alloy honeycomb core in an autoclave to form a CFRP-honeycomb sandwich composite floor with an in-plane stiffness ≥5000N / mm, where CFRP is a carbon fiber reinforced composite material; the lower chassis longitudinal beams use 7000 series aluminum alloy extruded profiles and high-strength steel with local reinforcement, and the longitudinal beam cross-section is a combination of U-shaped and hat-shaped, which are connected to the honeycomb sandwich floor through adhesive bonding and self-piercing riveting to achieve a gradient transition. The power battery 31 shell eliminates the independent frame and is directly fixed to the bottom of the honeycomb sandwich floor with bolts and structural adhesive, using the floor sandwich structure to support the weight of the battery pack; the front subframe 1 and rear subframe 2 are integrally formed with the body A-pillar and C-pillar through CFRP molding to form a hybrid load-bearing network, with the overall vehicle bending stiffness reaching 65000N·m / rad and torsional stiffness reaching 80000N·m / rad.

[0038] Please see Figure 1 , Figure 2 , Figure 3 , Figure 6 , Figure 7 and Figure 9In one embodiment, the first front suspension point 11, the second rear suspension point 22, and the side suspension point 13 are all provided with connectors 101. The connectors 101 include a first connecting plate 101a and two second connecting plates 101b spaced apart from the first connecting plate 101a. Each second connecting plate 101b is provided with a first connecting hole 101c. The front end and side of the front drive component 41 and the rear end of the rear drive component 42 are provided with fasteners 102. Each fastener 102 is provided with a second connecting hole. The chassis frame 100 also includes a fastener 103. The fastener 103 passes through a first connecting hole 101c, a second connecting hole, and another first connecting hole 101c in sequence to lock the fastener 102 and the connector 101. The connector 101 includes a first connecting plate 101a and two spaced-apart second connecting plates 101b. The two second connecting plates 101b extend vertically from the first connecting plate 101a, forming a U-shaped clamp. The spacing between them is slightly greater than the thickness of the fixing member 102, leaving an installation gap. The connector 101 is fixed to a pre-set suspension point on the chassis via the first connecting plate 101a, ensuring that the U-shaped clamps of the two second connecting plates 101b face the fixing member 102 of the drive component. The clamps at the front suspension point of the front drive component 41 are also present. With the side suspension points facing inward and the rear drive component 42's tail suspension point facing forward, the front drive component 41 and the rear drive component 42 are moved to the chassis mounting position using a hoisting device. The fixing parts 102 on the front drive component 41 and the rear drive component 42 are aligned with the U-shaped clamps of the connector 101. The fixing parts 102 are slowly inserted into the space between the two second connecting plates 101b. At this time, the second connecting hole of the fixing part 102 is initially aligned with the first connecting hole 101c of the two second connecting plates 101b. If there is a slight deviation in the hole position, the position of the drive component can be finely adjusted by using the hoisting equipment, or the fixing part 102 or the connector 101 can be gently tapped to make the first connecting hole 101c and the second connecting hole completely coaxial. Then, the fastener 103 is inserted from the first connecting hole 101c of the second connecting plate 101b on one side, and then passes through the second connecting hole of the fixing part 102 and the first connecting hole 101c of the second connecting plate 101b on the other side in sequence, ensuring that the threaded end of the fastener 103 extends out of the second connecting plate 101b on the other side. The nut is then tightened to the preset torque using a torque wrench, so that the two second connecting plates 101b and the fixing part 102 fit tightly together, forming a rigid connection with double-sided clamping and axial compression. The drive component is subjected to dynamic torque, lateral force, and vertical vibration during operation. The clamping structure forms an all-around constraint through the double second connecting plates 101b and the double-sided contact of the fixing member 102. The two second connecting plates 101b clamp the fixing member 102 from both sides. When the drive component transmits torque or is subjected to lateral force, the double-sided contact can distribute the load and prevent the fixing member 102 from bending and deforming on one side. The U-shaped clamp formed by the two second connecting plates 101b provides a physical guide for the insertion of the fixing member 102, eliminating the need for repeated adjustments to the drive component's posture during hoisting and significantly reducing positioning time.The dimensions of the drive components and the position of the fixing parts 102 vary for different vehicle models. This connection structure achieves platform compatibility through modular design, with multiple connecting parts 101 reserved to adapt to different vehicle models. The spacing between the two second connecting plates 101b can be adjusted by replacing shims of different thicknesses, without the need to re-mold the connecting parts 101.

[0039] Please see Figure 1 , Figure 2 , Figure 3 , Figure 6 , Figure 7 and Figure 8 In one embodiment, both the second front suspension point 21 and the first tail suspension point 12 are provided with through holes 104, and a bushing 105 is fixed in the through holes 104. The chassis frame 100 also includes a fixing long bolt 106. The rear end of the front drive component 41 and the front end of the rear drive component 42 are both formed with locking holes, and the fixing long bolt 106 passes through the bushing 105 and is installed in the locking hole. The bushing 105 is a hollow cylindrical structure. The material of the bushing 105 can be a rigid metal bushing or a flexible rubber / composite material bushing. Its inner hole mates with the fixing bolt 106, and its outer circle is interference-fitted with the through hole 104. Its length is slightly greater than the thickness of the through hole 104 at the suspension point, with axial clamping allowance reserved. The bushing 105 is fixed to the through hole 104 at the chassis suspension point by interference fitting or adhesive pressure fitting. The through hole 104 at the second front suspension point 21 is located on the rear subframe 2, and the through hole 104 at the first rear suspension point 12 is located on the front subframe 1. This ensures that there is no gap between the outer circle of the bushing 105 and the inner wall of the through hole 104, and that the axis of the inner hole is coaxial with the axis of the through hole 104. The lifting equipment moves the front drive component 41 and / or the rear drive component 42 to the installation position, aligning the locking holes of the front drive component 41 and / or the rear drive component 42 with the inner hole of the bushing 105 within the through hole 104 at the suspension point. If the distance between the drive component and the suspension point is small, a tapered guide opening can be provided through the inner hole of the bushing 105 to guide the front drive component 41 and / or the rear drive component 42 to automatically align during hoisting, avoiding installation jamming caused by misalignment of the holes. Insert the fixing bolt 106 from one end of the bushing 105, passing it sequentially through the inner hole of the bushing 105 and the suspension point through hole 104 until the threaded end of the bolt is screwed into the locking hole. Use a torque wrench to tighten to the pre-tightening torque, making the front drive component 41 and / or the rear drive component 42 fit against the suspension point. At this time, the bushing 105 is slightly compressed axially. Tighten the fixing bolt 106 to the preset final tightening torque, ensuring that the bolt pre-tightening force meets the standard, so that the front drive component 41 and / or the rear drive component 42 forms a rigid connection with the suspension point. If it is a flexible bushing, it must be confirmed that there is no excessive deformation after final tightening; if it is a metal bushing, it must be confirmed that there is no gap between the bolt and the inner hole of the bushing. The dimensions of the front drive component 41 and / or the rear drive component 42 differ from the position of the bushing 105 in different vehicle models. This connection structure achieves platform compatibility through modular design and reserves multiple sets of bushings 105 to adapt to different vehicle models.

[0040] If the liner 105 is made of rubber / polyurethane composite material, it can absorb high-frequency vibrations through its own elastic deformation, thereby reducing the vibration transmission rate and the high-frequency noise sound pressure level in the cabin.

[0041] If the bushing 105 is a high-strength steel / aluminum alloy metal bushing, the load can be rigidly transmitted through zero clearance fit, the longitudinal force transmission efficiency is improved, and excessive dynamic displacement of the drive components is avoided.

[0042] The fixed long bolt 106 passes directly through the bushing 105 and the locking hole of the drive component, forming a force transmission path without intermediate links. The load is transmitted from the drive component 4 to the locking hole, the fixed long bolt 106, the bushing 105 and the suspension point in sequence. The path length is only the length of the fixed long bolt 106, the load transmission path is shortened and the force transmission efficiency is improved.

[0043] The above are merely exemplary embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the scope of protection of the present invention.

Claims

1. A chassis architecture, characterized in that, include: A front subframe, which is used to be mounted on the front of the vehicle, has at least two first front mounting points at its front end and at least two first rear mounting points at its rear end. A rear subframe, which is used to be mounted at the rear of the vehicle, has at least two second front mounting points at its front end and at least two second rear mounting points at its rear end. A power source, wherein the power source is disposed between the front subframe and the rear subframe; A drive assembly includes a front drive component and a rear drive component. The two ends of the front drive component are respectively connected to a portion of the first front suspension point and a portion of the first tail suspension point. The two ends of the rear drive component are respectively connected to a portion of the second front suspension point and a portion of the second tail suspension point. A power source is connected to the front drive component and the rear drive component to drive the front drive component and the rear drive component.

2. The chassis architecture as described in claim 1, characterized in that, Side mounting points are formed on both sides of the front subframe, and the front drive unit is connected to a portion of the side mounting points.

3. The chassis architecture as described in claim 1, characterized in that, The chassis architecture also includes a drive shaft assembly, which includes a front drive shaft and a rear drive shaft. The front drive shaft is connected to the front drive component, and the rear drive shaft is connected to the rear drive component. The motor of the front drive component is located at the front end of the front drive shaft, and the motor of the rear drive component is located at the rear end of the rear drive shaft.

4. The chassis architecture as described in claim 2, characterized in that, The power source includes a power battery, which includes a front high-voltage interface and a rear high-voltage interface. The front high-voltage interface is electrically connected to the high-voltage port of the front drive component via a high-voltage line, and the rear high-voltage interface is electrically connected to the high-voltage port of the rear drive component via a high-voltage line.

5. The chassis architecture as described in any one of claims 1 or 2, characterized in that, The power source includes a power battery and a fuel tank. The chassis architecture also includes an engine. The fuel tank is connected to the engine via a fuel line. The engine is connected to the front drive component. The power battery includes a front high-voltage interface and a rear high-voltage interface. The front high-voltage interface is electrically connected to the high-voltage port of the front drive component via a high-voltage line. The rear high-voltage interface is electrically connected to the high-voltage port of the rear drive component via a high-voltage line.

6. The chassis architecture as described in claim 5, characterized in that, The power battery is provided with first fixing brackets on both sides. The chassis structure also includes a vehicle body floor plate and multiple first fixing bolts. The front subframe and the rear subframe are both mounted on the top surface of the vehicle body floor plate. The first fixing brackets form multiple first fixing holes spaced apart along the length direction of the vehicle body floor plate. The first fixing bolts pass through the first fixing holes and are installed on the bottom surface of the vehicle body floor plate to fix the power battery to the bottom surface of the vehicle body floor plate. The number of multiple first fixing bolts and multiple first fixing holes are equal and are arranged in a one-to-one correspondence.

7. The chassis architecture as described in claim 6, characterized in that, Multiple second fixing brackets are provided at both the front and rear ends of the power battery. The chassis structure also includes multiple second fixing bolts. The multiple second fixing brackets are spaced apart along the width direction of the vehicle body floor. Each second fixing bracket has a second fixing hole. The second fixing bolt passes through the second fixing hole and is installed on the bottom surface of the vehicle body floor. The number of multiple second fixing bolts and multiple second fixing holes are equal and are set one-to-one.

8. The chassis architecture as described in claim 6, characterized in that, The chassis structure also includes multiple third fixing bolts. The housing of the power battery has multiple through holes spaced apart along the width direction of the vehicle body floor. The third fixing bolts pass through the through holes and are installed on the bottom surface of the vehicle body floor. The number of the multiple third fixing bolts and the multiple through holes are equal and are arranged in a one-to-one correspondence.

9. The chassis architecture as described in claim 2, characterized in that, The first front suspension point, the second rear suspension point, and the side suspension point are all provided with connectors. Each connector includes a first connecting plate and two second connecting plates spaced apart from the first connecting plate. Each second connecting plate has a first connecting hole. The front end and side of the front drive component and the rear end of the rear drive component are all provided with fasteners. Each fastener has a second connecting hole. The chassis structure also includes fasteners. The fasteners pass through a first connecting hole, a second connecting hole, and another first connecting hole in sequence to lock the fasteners to the connectors.

10. The chassis architecture as described in claim 1, characterized in that, Both the second front suspension point and the first rear suspension point are provided with through holes, and a bushing is fixed in the through holes. The chassis structure also includes a fixing long bolt. The rear end of the front drive component and the front end of the rear drive component are both formed with locking holes. The fixing long bolt passes through the bushing and is installed in the locking holes.

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