Chassis of vehicle and vehicle

Abstract

A chassis of a vehicle and the vehicle belong to the technical field of vehicles. The chassis of the vehicle comprises a forecabin upper cross beam and a shock absorption tower, the vertical direction serves as the projection direction, a first plane serves as a projection plane, the projection of the forecabin upper cross beam is located in front of the projection of the shock absorption tower, and the first plane is parallel to the horizontal plane. The first connecting beam is connected between the forecabin upper cross beam and the shock absorption tower; the torsion beam takes the vertical direction as the projection direction and takes the first plane as the projection plane, and the projection of the damping tower is located in front of the projection of the torsion beam; and the second connecting beam is connected between the damping tower and the torsion beam.

Description

Chassis of vehicle and vehicle TECHNICAL FIELD

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

[0002] With the rapid development of the automobile industry, the safety performance and control stability of vehicles have become the focus of consumers. The strength and rigidity of the chassis structure play a crucial role in ensuring passenger safety. In the related art, the existing chassis structure can only cope with low-speed vehicle collision accidents. When the vehicle is in a high-speed (for example, a speed greater than 100 kph) collision condition, especially in a front column collision condition, the front part of the vehicle is often subjected to a huge collision impact force, which will cause the front structure of the vehicle to collapse. Compared with a fuel vehicle, the consequences of a high-speed collision accident of an electric vehicle are more severe. In a high-speed collision accident, the passenger compartment and the battery will be subjected to a huge impact force, and even instantaneous explosion and other serious accidents may occur.

[0003] SUMMARY

[0004] The present application provides a chassis of vehicle and vehicle to form a longitudinal force transmission path of front compartment upper cross beam-first connecting beam-shock tower-second connecting beam-torsion beam. The front compartment upper cross beam receives the barrier intrusion interception effect, and a high rigidity and crashworthiness structure is formed in front and back to reduce the intrusion amount of the passenger compartment and the battery energy compartment and protect the safety of the driver and the battery as much as possible.

[0005] In a first aspect, an embodiment of the present application provides a chassis of vehicle, comprising:

[0006] a front compartment upper cross beam and a shock tower, a projection of the front compartment upper cross beam is located in front of a projection of the shock tower in a vertical direction and a first plane as a projection plane, wherein the first plane is parallel to a horizontal plane;

[0007] a first connecting beam connected between the front compartment upper cross beam and the shock tower;

[0008] a torsion beam, a projection of the shock tower is located in front of a projection of the torsion beam in a vertical direction and the first plane as a projection plane;

[0009] a second connecting beam connected between the shock tower and the torsion beam.

[0010] In the technical scheme, the first connecting beam and the second connecting beam are connected with the front cabin upper transverse beam and the torsion beam respectively, forming a longitudinal force transmission path of the front cabin upper transverse beam-the first connecting beam-the shock tower-the second connecting beam-the torsion beam, the front cabin upper transverse beam receives the barrier intrusion interception effect, and the collision force is transmitted to the shock tower and the torsion beam in sequence through the longitudinal force transmission path, thereby forming a high-rigidity and crashworthiness structure, reducing the intrusion amount of the passenger cabin and the battery energy cabin, and protecting the driver and the battery as much as possible.

[0011] In some embodiments, the chassis of the vehicle further comprises:

[0012] The front anti-collision beam is connected with the lower longitudinal beam at both ends, the lower longitudinal beam is located below the front cabin upper transverse beam and the shock tower, and the torsion beam is connected to the rear end of the lower longitudinal beam.

[0013] The front subframe is located below the lower longitudinal beam and connected with the lower longitudinal beam, and the rear end of the front subframe is connected with the torsion beam.

[0014] The mounting column is connected between the end of the front cabin upper transverse beam and the front end of the front subframe, and connected with the lower longitudinal beam.

[0015] In the technical scheme, the front subframe and the mounting column are additionally arranged on the basis of the longitudinal force transmission path involving the shock tower, forming a force transmission path of the front cabin upper transverse beam-the mounting column-the front subframe-the torsion beam, so that the collision force of the front cabin upper transverse beam can reach the torsion beam through the shock tower or the front subframe, improving the singularity of the force transmission path and improving the interception capability of the front cabin upper transverse beam.

[0016] In some embodiments, the mounting column is connected vertically between the front cabin upper transverse beam and the front subframe, and the middle part of the mounting column has a clearance, and the lower longitudinal beam penetrates the clearance in the longitudinal direction.

[0017] In the technical scheme, the mounting column is assembled between the front cabin upper transverse beam, the front subframe and the lower longitudinal beam, improving the stability of the force transmission path of the front cabin upper transverse beam-the mounting column-the front subframe-the torsion beam, and forming a mutual supporting structure between the mounting column and the lower longitudinal beam, thereby enhancing the overall stability of the chassis of the vehicle, and the overall design of the mounting column makes the front part of the chassis more compact and improves the overall strength of the chassis.

[0018] In some embodiments, the chassis of the vehicle further comprises:

[0019] An upper longitudinal beam side beam is connected to the two ends of the front cabin upper cross beam, the shock tower is connected between the upper longitudinal beam side beam and the lower longitudinal beam in the vertical direction, and the rear end of the upper longitudinal beam side beam is connected to the A pillar of the vehicle.

[0020] In the above technical solution, the front cabin upper cross beam-upper longitudinal beam side beam-A pillar transmission path is additionally provided on the basis of the transmission path involving the front shock tower and the transmission path involving the front subframe. The front cabin upper cross beam receives the barrier intrusion interception effect, and the collision force is transmitted to the twist beam on the inside and to the A pillar on the outside through the three transmission paths, thereby forming a high-rigidity and crashworthiness structure, effectively dispersing and absorbing the collision force, and further improving the crashworthiness of the chassis.

[0021] In some embodiments, the mounting column, the front cabin upper cross beam, and the upper longitudinal beam side beam are hingedly connected.

[0022] In some embodiments, the chassis of the vehicle further comprises:

[0023] A third connecting beam is connected between the two shock towers on the lateral sides.

[0024] In the above technical solution, the third connecting beam is provided to connect the left shock tower and the right shock tower, thereby improving the left-right connecting rigidity of the shock tower. The third connecting beam can also serve as a lateral intrusion barrier to further prevent the barrier from intruding into the passenger cabin and the battery energy cabin.

[0025] In some embodiments, the third connecting beam comprises:

[0026] A first sub-beam and a second sub-beam are arranged longitudinally, the first sub-beam is connected between the front ends of the two shock towers on the lateral sides, and the second sub-beam is connected between the rear ends of the two shock towers on the lateral sides.

[0027] In some embodiments, the first connecting beam and the second connecting beam are connected to the upper part of the shock tower, and the chassis of the vehicle further comprises:

[0028] A reinforcing structure is connected between the lower part of the shock tower, the lower longitudinal beam, and the twist beam.

[0029] In some embodiments, the reinforcing structure comprises:

[0030] A first reinforcing member is connected between the lower front end of the shock tower and the outer wall of the lower longitudinal beam.

[0031] In some embodiments, the reinforcing structure further comprises:

[0032] a second reinforcement connected to the lower rear end of the shock tower and the upper surface of the twist beam.

[0033] In some embodiments, the reinforcing structure further comprises:

[0034] a third reinforcement connected to the lower rear end of the shock tower and the outer side wall of the twist beam.

[0035] In a second aspect, the embodiments of the present application provide a vehicle, comprising:

[0036] a chassis of any one of the above vehicles.

[0037] In the above technical solution, by the arrangement of the chassis, a longitudinal force transmission path of front cabin upper cross beam-first connecting beam-shock tower-second connecting beam-twist beam is formed, the front cabin upper cross beam receives the barrier intrusion interception effect, and at the same time, through the longitudinal force transmission path, the collision force is transmitted to the shock tower and the twist beam in sequence, a high-rigidity and crashworthiness structure is formed, the intrusion amount of the passenger cabin and the battery energy cabin is reduced, and the safety of the driver and the battery is protected as much as possible. BRIEF DESCRIPTION OF DRAWINGS

[0038] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments. It should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can also be obtained without creative labor.

[0039] Fig. 1 is a structural schematic diagram of a chassis of a vehicle according to some embodiments of the present application;

[0040] Fig. 2 is a structural schematic diagram of a chassis of a vehicle according to some embodiments of the present application;

[0041] Fig. 3 is a structural schematic diagram of a chassis of a vehicle according to some embodiments of the present application.

[0042] Reference signs:

[0043] chassis 10;

[0044] front cabin upper cross beam 11, upper longitudinal beam side beam 12, shock tower 13;

[0045] front anti-collision beam 14, lower longitudinal beam 15, twist beam 16, front subframe 17;

[0046] first connecting beam 110, second connecting beam 120;

[0047] The third connecting beam 130, the first sub-beam 131, and the second sub-beam 132;

[0048] The mounting column 140, the first reinforcing member 150, the second reinforcing member 160, and the third reinforcing member 170. DETAILED DESCRIPTION

[0049] To make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0050] Unless otherwise defined, all technical and scientific terms used in the present application have the same meaning as commonly understood by one of ordinary skill in the art to which the present application belongs; the terms used in the present application are only for the purpose of describing the specific embodiments of the present application and are not intended to limit the present application; the terms “include” and “have” and any variations thereof in the specification and claims of the present application and the above description of drawings are intended to cover the non-exclusive inclusion. The terms “first”, “second” and the like in the specification and claims of the present application and the above description of drawings are used to distinguish different objects, and are not intended to describe a particular order or primary and secondary relationship.

[0051] In the present application, the phrase “embodiment” means that the specific features, structures or characteristics described in connection with the embodiment can be included in at least one embodiment of the present application. The appearance of this phrase at various places in the specification does not necessarily mean the same embodiment, nor is it an independent or alternative embodiment to other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described in the present application can be combined with other embodiments.

[0052] In the description of the present application, it should be noted that, unless otherwise explicitly specified and limited, the terms “mounting”, “connection”, “connecting”, “attachment” should be understood broadly, for example, can be fixedly connected, or detachably connected, or integrally connected; can be directly connected, or indirectly connected through an intermediate medium; can be the internal communication of two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0053] The term "and / or", in the present application, is only used to describe the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent the three cases of A alone, A and B together, and B alone. In addition, the character " / " in the present application generally represents that the front and rear associated objects are in an "or" relationship.

[0054] The "multiple" appearing in the present application refers to two or more (including two), and similarly, "multiple groups" refers to two or more groups (including two groups), and "multiple pieces" refers to two or more pieces (including two pieces).

[0055] In recent years, with the rapid development of the automobile industry, the safety performance and control stability of the vehicle have become the focus of users. During the driving process, especially in the event of a collision, the strength and rigidity of the chassis structure play a crucial role in ensuring passenger safety. Therefore, it is particularly important to design a chassis structure that can effectively absorb and disperse impact forces and provide high rigidity and stability.

[0056] The inventor found that, compared with fuel vehicles, the consequences of high-speed collision accidents of electric vehicles are more severe. In high-speed collision accidents, the passenger compartment and the battery will be subjected to a huge impact force, and even instantaneous detonation and other serious accidents may occur. The safety problem of electric vehicles has caused public concern and affected the future development of the electric vehicle industry. However, the current collision standards can only cover urban working conditions and mainly investigate passenger safety, without involving collision safety in highway conditions and without considering the front column impact working condition. In the related art, whether it is a fuel vehicle or an electric vehicle, the front compartment upper cross beam mainly plays the role of installing the radiator, the front bumper, and the hood lock. The structure does not have high requirements for strength and rigidity, but in the high-speed front column impact working condition, especially in the offset collision working condition, the front compartment upper cross beam is the first barrier to intercept the barrier. Since the rear of the front compartment upper cross beam is not designed with a reasonable longitudinal force transmission path to support it, the front compartment upper cross beam cannot effectively intercept the front invading barrier, and in this case, the barrier will directly impact the passenger compartment and the battery energy compartment, causing the safety of the driver and the battery to be seriously threatened.

[0057] Based on the above considerations, in order to solve the problem that the front compartment upper cross beam cannot effectively intercept the front invading barrier in the high-speed front column impact working condition, especially in the offset collision working condition, the inventor has designed a vehicle chassis after in-depth research, which comprises: in the vertical projection direction and with the first plane as the projection plane, the projection of the front compartment upper cross beam is located in front of the projection of the shock tower, wherein the first plane is parallel to the horizontal plane; the first connecting beam is connected between the front compartment upper cross beam and the shock tower; in the vertical projection direction and with the first plane as the projection plane, the projection of the shock tower is located in front of the projection of the torsion beam; the second connecting beam is connected between the shock tower and the torsion beam.

[0058] In the chassis of the vehicle in this structure, by setting the shock tower to be connected to the front compartment upper cross beam through the first connecting beam and connected to the torsion beam through the second connecting beam, the force transmission path of the front compartment upper cross beam-first connecting beam-shock tower-second connecting beam-torsion beam is formed by using this structure, which can provide strong support for the front compartment upper cross beam and help the front compartment upper cross beam effectively intercept the front barrier in the high-speed front column impact working condition, preventing the barrier from directly impacting the passenger compartment and the battery energy compartment.

[0059] The vehicle provided in the present application can be a new energy vehicle, which can be a pure electric vehicle, a hybrid vehicle or a range extended vehicle, etc. The vehicle can be provided with a motor, a controller and a battery, and the controller is used to control the power supply of the motor by the battery. For example, the battery can be arranged at the bottom of the chassis. The battery can be used for power supply of the vehicle, for example, the battery can be used as an operating power source of the vehicle, which is used for the circuit system of the vehicle, for example, for the power demand of the vehicle during starting, navigation and operation. In another embodiment of the present application, the battery can not only be used as an operating power source of the vehicle, but also be used as a driving power source of the vehicle, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle.

[0060] As shown in FIGS. 1-2, the longitudinal direction of the vehicle is the length direction of the vehicle, i.e. the front-rear direction in the drawing; the transverse direction of the vehicle is the width direction of the vehicle, i.e. the left-right direction in the drawing; and the vertical direction of the vehicle is the height direction of the vehicle, i.e. the up-down direction in the drawing.

[0061] According to some embodiments of the present application, referring to FIG. 1 and further referring to FIG. 2, the present application provides a chassis 10 of a vehicle, which comprises a front compartment upper cross beam 11, a shock tower 13, a torsion beam 16, a first connecting beam 110 and a second connecting beam 120. The projection of the front compartment upper cross beam 11 is in front of the projection of the shock tower 13 in the vertical direction and on the first plane, wherein the first plane is parallel to the horizontal plane; the first connecting beam 110 is connected between the front compartment upper cross beam 11 and the shock tower 13; the projection of the shock tower 13 is in front of the projection of the torsion beam 16 in the vertical direction and on the first plane; and the second connecting beam 120 is connected between the shock tower 13 and the torsion beam 16.

[0062] The shock tower 13 can be connected to the front compartment upper cross beam 11 in front through the first connecting beam 110, which enhances the integrity and stability of the front part of the chassis 10 and is beneficial to disperse the impact force of the front collision; and the shock tower 13 can be connected to the torsion beam 16 at the rear through the second connecting beam 120, which enhances the torsional stiffness and stability of the rear part of the chassis 10.

[0063] The assembly mode of the first connecting beam 110 includes, but is not limited to, threaded connection, welding or riveting, etc., which is not limited herein.

[0064] For example, in some embodiments, the assembly mode of the first connecting beam 110 is threaded connection.

[0065] The assembly mode of the second connecting beam 120 includes, but is not limited to, threaded connection, welding or riveting, etc., which is not limited herein.

[0066] For example, in some embodiments, the assembly mode of the second connecting beam 120 is threaded connection.

[0067] The first connecting beam 110 can be straight or bent, which is not limited herein.

[0068] For example, in some embodiments, as shown in FIG. 1, the first connecting beam 110 is straight, and the extension direction of the first connecting beam 110 forms an acute angle with the longitudinal direction.

[0069] The second connecting beam 120 can be straight or bent, which is not limited herein.

[0070] For example, in some embodiments, as shown in FIG. 1, the second connecting beam 120 is straight, and the extension direction of the second connecting beam 120 forms an acute angle with the longitudinal direction.

[0071] It can be understood that, as a main force transmission component, the front compartment upper cross beam 11 can be designed as a common closed cross section structure, which has high structural strength and structural rigidity, and needs to select a material with high yield strength and high tensile strength, such as aluminum alloy or steel, etc., which is not limited herein.

[0072] In actual implementation, as shown in FIGS. 1-2, in the high-speed frontal column impact working condition, especially in the offset collision, the front compartment upper cross beam 11 first receives part of the collision force from the front invading barrier, and the collision force on the front compartment upper cross beam 11 can be transmitted rearward to the first connecting beam 110, under the transfer and guidance of the first connecting beam 110, the collision force can be transmitted to the shock tower 13, and then the collision force can be further transmitted rearward to the second connecting beam 120, under the transfer and guidance of the second connecting beam 120, the collision force is transmitted to the torsion beam 16.

[0073] The chassis 10 of the vehicle provided by the embodiments of the present application forms a longitudinal force transmission path of the front cabin upper cross beam 11-the first connecting beam 110-the shock tower 13-the second connecting beam 120-the torsion beam 16 through the structural design that the shock tower 13 is connected with the front cabin upper cross beam 11 and the torsion beam 16 through the first connecting beam 110 and the second connecting beam 120 respectively. The front cabin upper cross beam 11 receives the barrier intrusion interception effect, and at the same time, the collision force is transmitted to the shock tower 13 and the torsion beam 16 through the longitudinal force transmission path, thereby forming a high-rigidity and crashworthiness structure, reducing the intrusion amount of the passenger compartment and the battery energy compartment, and protecting the safety of the driver and the battery as much as possible.

[0074] According to some embodiments of the present application, referring to FIG. 2, and further referring to FIG. 3, the chassis 10 of the vehicle can further include a front crash beam 14, a lower longitudinal beam 15, a front subframe 17 and a mounting column 140.

[0075] The front crash beam 14 can be connected with the lower longitudinal beam 15 at both ends, the lower longitudinal beam 15 can be located below the front cabin upper cross beam 11 and the shock tower 13, and the torsion beam 16 can be connected to the rear end of the lower longitudinal beam 15; the front subframe 17 can be located below the lower longitudinal beam 15, the front subframe 17 can be connected with the lower longitudinal beam 15, and the rear end of the front subframe 17 can be connected with the torsion beam 16; and the mounting column 140 can be connected vertically between the end of the front cabin upper cross beam 11 and the front end of the front subframe 17, and the mounting column 140 can be connected with the lower longitudinal beam 15.

[0076] In a projection direction of the transverse direction and a projection plane of the second plane, the projection of the lower longitudinal beam 15 is located below the projections of the front cabin upper cross beam 11 and the shock tower 13, wherein the second plane is parallel to the vertical plane; in the projection direction of the transverse direction and the projection plane of the second plane, the projection of the front subframe 17 is located below the projection of the lower longitudinal beam 15.

[0077] In actual implementation, as shown in FIGS. 2-3, in the collision process, the collision force on the front cabin upper cross beam 11 can be transmitted downward to the mounting column 140 in addition to being transmitted backward to the shock tower 13 through the first connecting beam 110, and under the transfer and guidance of the mounting column 140, the collision force can be transmitted to the front subframe 17, and then the collision force can continue to be transmitted backward to the torsion beam 16 along the front subframe 17.

[0078] The chassis 10 provided by the embodiment of the present application, through the setting of the front subframe 17 and the mounting column 140, on the basis of the longitudinal force transmission path in which the shock tower 13 participates, an additional force transmission path of the front compartment upper cross beam 11-mounting column 140-front subframe 17-torsion beam 16 is added, so that the collision force of the front compartment upper cross beam 11 can reach the torsion beam 16 through the shock tower 13 or the front subframe 17, the singularity of the force transmission path is improved, and the interception capability of the front compartment upper cross beam 11 is improved.

[0079] According to some embodiments of the present application, referring to FIG. 2, and further referring to FIG. 3, the mounting column 140 can be connected between the front compartment upper cross beam 11 and the front subframe 17 in the vertical direction, and the middle part of the mounting column 140 can have an avoiding opening, and the lower longitudinal beam 15 can penetrate through the avoiding opening in the longitudinal direction.

[0080] The middle part refers to a region covered by a certain distance on both sides of the vertical middle line of the mounting column 140, for example, the middle part is set as a region covered by 0.5 m on both sides of the vertical middle line of the mounting column 140.

[0081] In this embodiment, as shown in FIGS. 2-3, the mounting column 140 can be designed as a whole, the upper end of the mounting column 140 can be connected with the end of the front compartment upper cross beam 11, the lower end of the mounting column 140 can be connected with the front end of the front subframe 17, the lower longitudinal beam 15 can penetrate through the avoiding opening in the longitudinal direction, and the inner side wall and the outer side wall of the lower longitudinal beam 15 can be connected with the mounting column 140 through screw connection or other ways, so that the mounting column 140 is in the form of a hoop relative to the lower longitudinal beam 15.

[0082] In other embodiments, the mounting column 140 can be designed as a split type.

[0083] The chassis 10 provided by the embodiment of the present application, through the assembly design between the mounting column 140 and the front compartment upper cross beam 11, the front subframe 17 and the lower longitudinal beam 15, the stability of the force transmission path of the front compartment upper cross beam 11-mounting column 140-front subframe 17-torsion beam 16 is improved, at the same time, a mutual supporting structure is formed between the mounting column 140 and the lower longitudinal beam 15, the overall stability of the chassis 10 is enhanced, in addition, the whole design of the mounting column 140 makes the front structure of the chassis 10 more compact, and the overall strength of the chassis 10 is improved.

[0084] According to some embodiments of the present application, referring to FIGS. 1-3, the chassis 10 of the vehicle can further include an upper longitudinal beam side beam 12.

[0085] The upper longitudinal beam side beam 12 can be connected to the front compartment upper transverse beam 11 at both ends, and the shock tower 13 can be connected vertically between the upper longitudinal beam side beam 12 and the lower longitudinal beam 15, and the rear end of the upper longitudinal beam side beam 12 is used to be connected with the A pillar of the vehicle.

[0086] It can be understood that the front compartment upper transverse beam 11 and the upper longitudinal beam side beam 12 at both ends can form a ring structure to resist the collision force; the front anti-collision beam 14 and the lower longitudinal beam 15 at both ends can also form a ring structure to resist the collision force, and in the offset collision, the contact area of the barrier with the vehicle body is small, and in general, the ring structure composed of the front anti-collision beam 14 and the lower longitudinal beam 15 at both ends is not in the collision area, at this time, the ring structure composed of the front compartment upper transverse beam 11 and the upper longitudinal beam side beam 12 at both ends is supported to induce the barrier to slide from the side of the vehicle body to the chassis, avoiding the barrier from directly impacting the passenger compartment and the battery energy compartment.

[0087] In actual implementation, as shown in FIGS. 1-3, in the high-speed front pillar collision working condition, especially in the offset collision, the front compartment upper transverse beam 11 first receives part of the collision force from the front invading barrier, and then the collision force on the front compartment upper transverse beam 11 has the following three transmission paths: first, the collision force on the front compartment upper transverse beam 11 can be transmitted rearward to the first connecting beam 110, under the mediation and guidance of the first connecting beam 110, the collision force can be transmitted to the shock tower 13, and then the collision force can be further transmitted rearward to the second connecting beam 120, under the mediation and guidance of the second connecting beam 120, the collision force is transmitted to the torsion beam 16; second, the collision force on the front compartment upper transverse beam 11 can also be transmitted downward to the mounting column 140, under the mediation and guidance of the mounting column 140, the collision force can be transmitted to the front subframe 17, and then the collision force can continue to be transmitted rearward along the front subframe 17 to the torsion beam 16; third, the collision force on the front compartment upper transverse beam 11 can also be transmitted rearward to the upper longitudinal beam side beam 12, and then the collision force can continue to be transmitted rearward along the upper longitudinal beam side beam 12 to the A pillar.

[0088] The chassis 10 of the vehicle provided by the embodiment of the present application, through the above-mentioned setting of the upper longitudinal beam side beam 12, on the basis of the force transmission paths in which the aforementioned shock tower 13 and the front subframe 17 are involved, an additional force transmission path of the front compartment upper transverse beam 11-upper longitudinal beam side beam 12-A pillar is added, the front compartment upper transverse beam 11 receives the barrier invasion interception effect, and at the same time, the collision force can be transmitted to the torsion beam 16 on the inside and to the A pillar on the outside through the above-mentioned three force transmission paths, a high-rigidity and crashworthiness structure is formed in front and back, the collision force is effectively dispersed and absorbed, and the crashworthiness performance of the chassis 10 is further improved.

[0089] According to some embodiments of the present application, referring to FIGS. 1-3, the mounting column 140, the front compartment upper transverse beam 11, and the upper longitudinal beam side beam 12 can be hingedly connected.

[0090] In this embodiment, as shown in FIGS. 1-3, in assembly, the front end of the upper longitudinal beam side beam 12 can be overlapped above the mounting column 140, the end of the front cabin upper cross beam 11 can be overlapped above the front end of the upper longitudinal beam side beam 12, and the mounting column 140, the front cabin upper cross beam 11 and the upper longitudinal beam side beam 12 can be connected by high-strength bolts. Specifically, the high-strength bolts for connection can be sequentially penetrated through the front cabin upper cross beam 11, the upper longitudinal beam side beam 12 and the mounting column 140 in the vertical direction.

[0091] In actual operation, the assembly process is not limited to the above, for example, the mounting column 140, the front cabin upper cross beam 11 and the upper longitudinal beam side beam 12 can also be connected by welding, and for example, the front end of the upper longitudinal beam side beam 12 can be overlapped above the end of the front cabin upper cross beam 11, and the end of the front cabin upper cross beam 11 can be overlapped above the mounting column 140.

[0092] The chassis 10 of the vehicle provided by the embodiment of the present application improves the load capacity of the connection between the mounting column 140, the front cabin upper cross beam 11 and the upper longitudinal beam side beam 12, thereby increasing the maintainability and durability of the mounting column 140, the front cabin upper cross beam 11 and the upper longitudinal beam side beam 12.

[0093] According to some embodiments of the present application, referring to FIG. 1, and further referring to FIG. 2, the chassis 10 of the vehicle can further include a third connecting beam 130.

[0094] The third connecting beam 130 can be connected between the shock towers 13 on both sides in the transverse direction.

[0095] The connection between the third connecting beam 130 and the shock towers 13 includes, but is not limited to, threaded connection, welding or riveting, etc., which is not limited here.

[0096] For example, in some embodiments, the connection between the third connecting beam 130 and the shock towers 13 is threaded connection.

[0097] It can be understood that without the third connecting beam, the shock towers are arranged between the upper longitudinal beam side beams and the lower longitudinal beams on both sides in the transverse direction. Taking the longitudinal force transmission path of the front cabin upper cross beam-first connecting beam-shock tower-second connecting beam-torsion beam as an example, the impact force on the front cabin upper cross beam can be dispersed and transmitted to the two shock towers on the left and right sides, and then transmitted to the two torsion beams on the left and right sides, respectively. The force transmission routes on the left and right sides are relatively independent.

[0098] The chassis 10 of the vehicle provided in the embodiments of the present application achieves the connection between the left shock tower 13 and the right shock tower 13 through the third connecting beam 130, improves the left-right connection stiffness of the shock tower 13, and the third connecting beam 130 can also serve as a transverse intercepting beam to further prevent the barrier from invading the passenger cabin and the battery energy cabin.

[0099] According to some embodiments of the present application, referring to FIG. 1 and further referring to FIG. 2, the third connecting beam 130 can include a first sub-beam 131 and a second sub-beam 132 arranged longitudinally.

[0100] The first sub-beam 131 can be connected between the front ends of the shock towers 13 on the two sides in the transverse direction, and the second sub-beam 132 can be connected between the rear ends of the shock towers 13 on the two sides in the transverse direction.

[0101] The first sub-beam 131 can be linear or bent, which is not limited here.

[0102] For example, in some embodiments, as shown in FIG. 1, the first sub-beam 131 is linear, and the extension direction of the first sub-beam 131 is parallel to the transverse direction.

[0103] The second sub-beam 132 can be linear or bent, which is not limited here.

[0104] For example, in some embodiments, as shown in FIG. 1, the second sub-beam 132 is linear, and the extension direction of the second sub-beam 132 is parallel to the transverse direction.

[0105] The chassis 10 of the vehicle provided in the embodiments of the present application achieves the connection between the left shock tower 13 and the right shock tower 13 through the first sub-beam 131 and the second sub-beam 132, respectively, which connects the front and rear ends of the left shock tower 13 and the right shock tower 13, enhances the connection strength, forms effective cooperation and support between the left shock tower 13 and the right shock tower 13, and improves the overall rigidity and stability of the chassis 10 of the vehicle.

[0106] According to some embodiments of the present application, referring to FIGS. 1-3, the first connecting beam 110 and the second connecting beam 120 can be connected to the upper part of the shock tower 13, and the chassis 10 of the vehicle can further include a reinforcing structure.

[0107] The reinforcing structure can be connected between the lower part of the shock tower 13 and the lower longitudinal beam 15 and the torsion beam 16.

[0108] It can be understood that, based on the first connecting beam and the second connecting beam being connected to the upper part of the shock tower, the strength and stability of the upper structure of the shock tower are enhanced under the support of the first connecting beam and the second connecting beam, but in the case that no reinforcing structure is arranged between the lower part of the shock tower and the lower longitudinal beam and the torsion beam, when the collision force is transmitted to the shock tower, the lower structure of the shock tower bears a huge shear force and is prone to fracture, causing the force transmission path in which the shock tower participates to directly fail.

[0109] The chassis 10 of the vehicle provided in the embodiments of the present application enhances the bonding force between the lower part of the shock tower 13 and the lower longitudinal beam 15 and the torsion beam 16 by arranging the reinforcing structure, and provides additional support for the lower structure of the shock tower 13 by using the lower longitudinal beam 15 and the torsion beam 16 which have greater rigidity, thereby improving the reliability and durability of the shock tower 13.

[0110] According to some embodiments of the present application, referring to FIG. 2 and further referring to FIG. 3, the reinforcing structure can include a first reinforcing member 150.

[0111] The first reinforcing member 150 can be connected to the lower front end of the shock tower 13 and the outer side wall of the lower longitudinal beam 15.

[0112] The first reinforcing member 150 can include but is not limited to a connecting plate, a connecting beam, or a connecting rod, etc., which is not limited here.

[0113] For example, in some embodiments, as shown in FIGS. 2-3, the first reinforcing member 150 includes a connecting plate.

[0114] The assembly mode of the first reinforcing member 150 can include but is not limited to threaded connection, welding, or riveting, etc., which is not limited here.

[0115] For example, in some embodiments, as shown in FIGS. 2-3, the assembly mode of the first reinforcing member 150 is threaded connection.

[0116] The chassis 10 of the vehicle provided in the embodiments of the present application connects the lower front end of the shock tower 13 and the outer side wall of the lower longitudinal beam 15 by arranging the first reinforcing member 150, provides additional support force for the lower front end of the shock tower 13, and at the same time enhances the lateral stability of the shock tower 13.

[0117] According to some embodiments of the present application, referring to FIG. 1, the reinforcing structure can further include a second reinforcing member 160.

[0118] The second reinforcing member 160 can be connected to the lower rear end of the shock tower 13 and the upper surface of the torsion beam 16.

[0119] The second reinforcing member 160 can include but is not limited to a connecting plate, a connecting beam, or a connecting rod, etc., which is not limited here.

[0120] For example, in some embodiments, as shown in FIG. 1, the second reinforcing member 160 comprises a connecting plate.

[0121] The assembly mode of the second reinforcing member 160 can include, but is not limited to, threaded connection, welding or riveting, etc., which is not limited here.

[0122] For example, in some embodiments, as shown in FIG. 1, the assembly mode of the second reinforcing member 160 is threaded connection.

[0123] The chassis 10 of the vehicle provided by the embodiments of the present application connects the lower rear end of the shock tower 13 and the upper surface of the torsion beam 16 through the setting of the second reinforcing member 160, provides additional support force for the lower rear end of the shock tower 13, cooperates with the setting of the first reinforcing member 150, and makes the shock tower 13 form a high-rigidity and crashworthiness structure in the longitudinal direction, thereby enhancing the strength and impact resistance of the chassis 10.

[0124] According to some embodiments of the present application, referring to FIG. 2, and further referring to FIG. 3, the reinforcing structure can further comprise a third reinforcing member 170.

[0125] The third reinforcing member 170 can be connected to the lower rear end of the shock tower 13 and the outer side wall of the torsion beam 16.

[0126] The third reinforcing member 170 can include, but is not limited to, a connecting plate, a connecting beam or a connecting rod, etc., which is not limited here.

[0127] For example, in some embodiments, as shown in FIGS. 2-3, the third reinforcing member 170 comprises a connecting plate.

[0128] The assembly mode of the third reinforcing member 170 can include, but is not limited to, threaded connection, welding or riveting, etc., which is not limited here.

[0129] For example, in some embodiments, as shown in FIGS. 2-3, the assembly mode of the third reinforcing member 170 is threaded connection.

[0130] The chassis 10 of the vehicle provided by the embodiments of the present application connects the lower rear end of the shock tower 13 and the outer side wall of the torsion beam 16 through the setting of the third reinforcing member 170, provides additional support force for the lower rear end of the shock tower 13, cooperates with the setting of the first reinforcing member 150 and the second reinforcing member 160, makes the shock tower 13 obtain good support in the vertical direction and the longitudinal direction, and further enhances the overall stability of the shock tower 13, thereby maximizing the reliability and durability of the shock tower 13.

[0131] According to some embodiments of the present application, the present application further provides a vehicle comprising:

[0132] The chassis 10 of any one of the vehicles described above.

[0133] The vehicle provided by the embodiment of the application forms the longitudinal force transmission path of the front compartment upper cross beam 11, the first connecting beam 110, the shock tower 13, the second connecting beam 120 and the torsion beam 16 through the setting of the chassis 10, the front compartment upper cross beam 11 receives the barrier intrusion interception effect, and at the same time, the collision force is transmitted to the shock tower 13 and the torsion beam 16 through the longitudinal force transmission path, a high-rigidity and crashworthiness structure is formed, the intrusion amount of the passenger compartment and the battery energy compartment is reduced, and the safety of the driver and the battery is protected as much as possible.

[0134] According to some embodiments of the present application, referring to Figs. 1-3, the present application provides a chassis 10 of a vehicle, the chassis 10 comprising: a front cabin upper cross beam 11, a shock tower 13, a first connecting beam 110, a torsion beam 16 and a second connecting beam 120, a projection of the front cabin upper cross beam 11 is in front of a projection of the shock tower 13 in a vertical direction and in a first plane, wherein the first plane is parallel to a horizontal plane; the first connecting beam 110 is connected between the front cabin upper cross beam 11 and the shock tower 13; a projection of the shock tower 13 is in front of a projection of the torsion beam 16 in the vertical direction and in the first plane; the second connecting beam 120 is connected between the shock tower 13 and the torsion beam 16. The chassis 10 of the vehicle further comprises: a front bumper beam 14, a lower longitudinal beam 15, a front subframe 17 and a mounting pillar 140, both ends of the front bumper beam 14 are connected with the lower longitudinal beam 15, the lower longitudinal beam 15 is below the front cabin upper cross beam 11 and the shock tower 13, the torsion beam 16 is connected to a rear end of the lower longitudinal beam 15; the front subframe 17 is below the lower longitudinal beam 15 and connected with the lower longitudinal beam 15, and a front end of the front subframe 17 is connected with the torsion beam 16; the mounting pillar 140 is connected between an end of the front cabin upper cross beam 11 and a front end of the front subframe 17, and connected with the lower longitudinal beam 15. The mounting pillar 140 is connected between the front cabin upper cross beam 11 and the front subframe 17 in the vertical direction, and a middle part of the mounting pillar 140 has an avoiding opening, the lower longitudinal beam 15 penetrates the avoiding opening in the longitudinal direction. The chassis 10 of the vehicle further comprises: an upper longitudinal beam side beam 12, both ends of the front cabin upper cross beam 11 are connected with the upper longitudinal beam side beam 12, the shock tower 13 is connected between the upper longitudinal beam side beam 12 and the lower longitudinal beam 15 in the vertical direction, and a rear end of the upper longitudinal beam side beam 12 is used to be connected with an A-pillar of the vehicle. The mounting pillar 140, the front cabin upper cross beam 11 and the upper longitudinal beam side beam 12 are hingedly connected. The chassis 10 of the vehicle further comprises: a third connecting beam 130, the third connecting beam 130 is connected between the shock towers 13 on both sides in the transverse direction. The third connecting beam 130 comprises: a first sub-beam 131 and a second sub-beam 132 arranged separately in the longitudinal direction, the first sub-beam 131 is connected between front ends of the shock towers 13 on both sides in the transverse direction, the second sub-beam 132 is connected between rear ends of the shock towers 13 on both sides in the transverse direction. The first connecting beam 110 and the second connecting beam 120 are connected to an upper part of the shock tower 13, the chassis 10 of the vehicle further comprises: a reinforcing structure, the reinforcing structure is connected between a lower part of the shock tower 13 and the lower longitudinal beam 15 and the torsion beam 16. The reinforcing structure comprises: a first reinforcing member 150, a second reinforcing member 160 and a third reinforcing member 170, the first reinforcing member 150 is connected between a front end of the lower part of the shock tower 13 and an outer side wall of the lower longitudinal beam 15; the second reinforcing member 160 is connected between a rear end of the lower part of the shock tower 13 and an upper surface of the torsion beam 16. The third reinforcing member 170 is connected between the rear end of the lower part of the shock tower 13 and an outer side wall of the torsion beam 16.

[0135] It should be noted that the embodiments and features of the embodiments in the present application can be combined with each other in the case of no conflict.

[0136] The above only is the preferred embodiment of the present application, and is not used to limit the present application, and the present application can have various changes and changes for the person skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A chassis of a vehicle, characterized in that, The chassis of the vehicle comprises: a front cabin upper cross beam and a shock tower, a projection of the front cabin upper cross beam is in front of a projection of the shock tower in a vertical projection direction and a first plane as a projection plane, wherein the first plane is parallel to a horizontal plane; a first connecting beam connected between the front cabin upper cross beam and the shock tower; a torsion beam, a projection of the shock tower is in front of a projection of the torsion beam in the vertical projection direction and the first plane as the projection plane; a second connecting beam connected between the shock tower and the torsion beam.

2. The chassis of the vehicle according to claim 1, characterized in that, The chassis further comprises: a front anti-collision beam and a lower longitudinal beam, both ends of the front anti-collision beam are connected with the lower longitudinal beam, the lower longitudinal beam is below the front cabin upper cross beam and the shock tower, and the torsion beam is connected to a rear end of the lower longitudinal beam; a front subframe below the lower longitudinal beam and connected with the lower longitudinal beam, and a rear end of the front subframe is connected with the torsion beam; a mounting column connected between an end of the front cabin upper cross beam and a front end of the front subframe, and connected with the lower longitudinal beam.

3. The chassis of a vehicle according to claim 2, characterised in that The mounting column is connected between the front cabin upper cross beam and the front subframe in the vertical direction, and a middle part of the mounting column has an avoiding opening, and the lower longitudinal beam penetrates through the avoiding opening in the longitudinal direction.

4. The chassis of a vehicle according to claim 2 or 3, characterised in that The chassis further comprises: an upper longitudinal beam side beam connected with both ends of the front cabin upper cross beam, the shock tower is connected between the upper longitudinal beam side beam and the lower longitudinal beam in the vertical direction, and a rear end of the upper longitudinal beam side beam is used to be connected with an A-pillar of the vehicle.

5. The chassis of a vehicle according to claim 4, characterised in that, The mounting column, the front cabin upper cross beam, and the upper longitudinal beam side beam are hingedly connected.

6. The chassis of a vehicle according to any one of claims 1-5, characterized in that, The chassis further comprises: a third connecting beam connected between the shock towers on both sides in the transverse direction.

7. The chassis of a vehicle according to claim 6, characterised in that The third connecting beam comprises: a first sub-beam and a second sub-beam arranged in the longitudinal direction, the first sub-beam is connected between front ends of the shock towers on both sides in the transverse direction, and the second sub-beam is connected between rear ends of the shock towers on both sides in the transverse direction.

8. The chassis of a vehicle according to any one of claims 2-5, characterized in that, The first connecting beam and the second connecting beam are connected to upper parts of the shock towers, and the chassis of the vehicle further comprises: a reinforcing structure connected between lower parts of the shock towers and the lower longitudinal beam and the torsion beam.

9. The chassis of a vehicle according to claim 8, characterised in that The reinforcing structure comprises: a first reinforcing member connected between a lower front end of the shock tower and an outer side wall of the lower longitudinal beam.

10. The chassis of a vehicle according to claim 8 or 9, characterised in that The reinforcing structure further comprises: a second reinforcing member connected between a lower rear end of the shock tower and an upper surface of the torsion beam.

11. The chassis of a vehicle according to any one of claims 8-10, characterized in that The reinforcing structure further comprises: a third reinforcing member connected between the lower rear end of the shock tower and an outer side wall of the torsion beam.

12. A vehicle characterized by comprising: The chassis of the vehicle as claimed in any one of claims 1-11. ​

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